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CIHM/ICMH 

Microfiche 

Series. 


CIHIVl/iCIVIH 
Collection  de 
microfiches. 


Canadian  Inatituta  for  Historical  IMicroraproductiont  /  institut  Canadian  da  microraproductions  hiatoriqui 


5* 


Tachnical  and  BlbHographic  Notaa/Notaa  tachniquaa  at  bibliographiqiiaa 

Tha 

Tha  Inatituta  haa  attamptad  to  obtain  tha  baat 
original  copy  availabia  for  filming.  Faaturaa  of  thia 
copy  which  may  ba  bibHographicaNy  iinlqua, 
which  may  altar  any  of  tha  imagaa  in  tha 
raproduction.  or  which  may  aignificantly  changa 
tha  uauai  mathod  of  filming,  ara  chackad  balow. 

L'Inatitut  a  microfilmA  la  maillaur  axamplaira 
qu'll  lui  a  *t*  poaaibia  da  aa  procurer.  Laa  dAtails 
da  cat  axamplaira  qui  aont  paut-*tra  uniquaa  du 
point  da  vua  bibiiographlqua.  qui  pauvant  modifiar 
una  imaga  raproduita.  ou  qui  pauvant  axigar  una 
modification  dana  la  mAthoda  normala  da  f iimaga 
aont  indiquto  ci-da«aoua. 

totI 

Tha 
poai 
ofti 
film 

Orig 

bMll 

tha 

aion 

— 1   Colourad  covara/ 
— 1   Couvartura  da  coulaur 

U 

Colourad  pagaa/ 
Pagaa  da  coulaur 

— 1   Covara  damagad/ 

Couvartura  andommagte 

— 

Pagaa  damagad/ 
Pagaa  andommagAaa 

Covara  rastorad  and/or  laminatad/ 
— i  Couvartura  raataurAa  at/ou  paliiculAa 

D 

Pagaa  rarrsrad  and/or  laminatad/ 
Pagaa  raataurtea  at/ou  palliculAaa 

oth« 
firat 
aion 

— 1   Covar  titia  miaaing/ 

La  titia  da  couvartura  manqua 

y/ 

Pagaa  diacoiourad,  atainad  or  foxad/ 
Pagaa  dicolortea,  tachattes  ou  piquAaa 

or  11 

1   Colourad  mapa/ 
Cartaa  gAographiquaa  an  coulaur 

Pagaa  datachad/ 
Pagaa  dAtach^as 

Tha 
ahal 
TINI 
whii 

Colourad  ink  (i.a.  othar  than  biua  or  black)/ 
1   Encra  da  coulaur  (i.a.  autra  qua  blaua  ou  noira) 

7 

Showthrough/ 
Tranaparanca 

Colourad  plataa  and/or  illuatrationa/ 
1   Planchaa  at/ou  illuatrationa  an  coulaur 

Quality  of  print  variaa/ 
Qualit*  inAgala  da  I'impraaaion 

Map 
diff« 

•ntii 

Bound  with  othar  matariai/ 
'. — 1   RaliA  avac  d'autraa  documanta 

->- 

Includaa  aupplamantary  matariai/ 
Comprand  du  material  aupplAmantaira 

lilt 

^    Tight  binding  may  cauaa  ahadowa  or  diatortion 

jLJ   along  intarior  margin/ 

Laraliura  sarr^a  paut  cauaar  da  i'ombra  ou  da  la 
diatortion  la  long  da  la  marga  int^riaura 

Blank  laavaa  addad  during  raatoration  may 
— 1    appaar  within  tha  taxt.  Whanavar  poaaibia,  thata 
hava  baan  omittad  from  filming/ 
II  aa  paut  qua  cartalnaa  pagaa  bianchaa  ajoutAaa 
lora  d'una  raatauration  apparaiaaant  dana  la  taxta, 
maia,  loraqua  cala  *tait  poaaibia,  caa  pagaa  n'ont 
paa  «t«  filmtea. 

Only  adition  availabia/ 
Saula  Mition  diaponiblo 

Pagaa  wholly  or  partially  obacurad  by  errata 
alipa,  tiaauaa,  ate,  hava  baan  rafilmad  to 
ansura  tha  baat  poaaibia  imaga/ 
Laa  pagaa  totalemant  ou  partiailemant 
obacurciaa  par  un  fauillat  d'arrata,  una  pelure, 
ate,  ont  AtA  fiimtes  A  nouvaau  da  fa^on  A 
obtanir  la  maillaura  imaga  poaaibia. 

mat 

1    Additional  commanta:/ 
Commantairaa  supplAmantairaa: 

Thia  itam  ia  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  eat  f  ilmA  au  taux  da  rMuction  indiquA  ci-daaaoua. 

10X  14X  18X  22X 


26X 


30X 


y 

□ 

12X 


16X 


20X 


24X 


28X 


32X 


Th«  copy  fHiiMd  hf  hat  bMn  raproducad  thanks 
to  tha  ganaroalty  of: 

Douglaa  Library 
Quaan's  Univarsity 


L'axamplalra  fllin*  fut  raprodult  grioa  i  la 
OAn^rosH*  da: 

Douglas  Library 
Quaan't  Univarsity 


Tha  imagaa  appaaring  hara  ara  tha  bast  quality 
posslbia  consMaring  tha  condition  and  taglbllHy 
of  tha  original  copy  and  in  kaaping  with  tha 
filming  contract  spacif icatlona. 


Original  copies  In  printed  papar  covars  ara  filmad 
beginning  with  tha  front  covar  and  ending  on 
tha  last  page  with  a  printed  or  illustrated  imprea- 
sion,  or  the  back  covar  when  appropriate.  Ail 
other  original  coplee  ara  filmed  beginning  on  the 
first  page  with  a  printed  or  illuatratad  imprea- 
sion,  and  ending  on  the  lest  page  with  a  printed 
or  illustrated  impression. 


Lee  imagaa  suhrantas  ont  4»i  raprodultee  avec  le 
plua  grand  soin,  compta  tenu  do  le  condition  et 
do  ki  nettetA  do  rexemplalre  fllmA,  et  en 
conformiti  avec  lea  conditions  du  contrat  da 
fHmage. 

Lee  exempkilres  orlglnaux  dont  la  couverture  en 
papier  eat  lmprlm4e  sent  fllmte  en  commen^ent 
per  le  premier  plat  et  en  termlnant  soit  par  la 
demMre  pege  qui  comporte  une  empreinte 
d'impreasion  ou  d'lllustratlon,  soit  par  la  second 
plot,  selon  le  caa.  Tous  lee  autras  exemplalres 
orlglneux  sent  fllmte  en  commenpant  par  la 
pramMre  page  qui  comporte  une  empreinte 
d'impreasion  ou  d'lllustrstion  et  en  termlnant  par 
la  darnlAre  pege  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  tha  symbol  -^  (meaning  "CON- 
TINUED"), or  the  symbol  y  (meaning  "END"), 
whichever  applies. 


Un  das  symboies  suhrants  apparaltra  sur  la 
darnlAre  image  de  chaque  microfiche,  selon  le 
ces:  is  symbols  -^  signifie  "A  SUIVRE",  le 
symbols  ▼  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  ara  filmed 
beginning  in  the  upper  left  hend  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  es 
required.  The  following  diagrams  illustrate  the 
method: 


Lea  cartes,  planches,  tabiaeux,  etc.,  pauvent  itre 
flimte  A  des  taux  de  rMuction  diffArents. 
Lorsque  le  document  est  trop  grend  pour  Atre 
reproduit  en  un  seui  ciich4,  il  est  film*  i  partir 
da  Tangle  supArieur  gauche,  de  gauche  A  droite, 
et  de  heut  en  bes,  en  prenent  le  nombre 
d'images  nAcesseire.  Les  diegrsmmes  suivants 
illustrant  la  mAthoda. 


1 

2 

3 

1 

2 

3 

4 

5 

6 

|d2d  Congress, 
Ist  Session. 

r 


SECRET 


IN  COMPLIANCE  \ 


REP 


CONSUL  OF  ' 


'7 


BRITISE 


Tiu: 


NOTIOES  OP  THE 
MEXICi 


'a3  t 


d2d  CoNORsqs, 
l8t  Sestion. 


[SENATE.] 


COMMUNICATION     ^ 


Ex.  Doc. 
No.  112. 


4^ 


FROM  TKC 


SECRETARY  OF  THE  TREASURY, 


TEANtMITTINa, 


IN  COMPLIANCE  WITH  A  RESOLUTION  OF  THE  SENATE  OF  MARCH  8,  1851, 


W* 


REPORT  OF  ISRAEL  D.  ANDREWS, 


s.T'* 


CONSUL  OP  THE  UNITED  ST.VTE9  FOR  CANAT)\  AND  NEW  BRirNSWICK, 


ON  TBI 


TRADE  AND  COMMERCE 


or  TUB 


BRITISH  NORTH  AMERICAN  COLONIES, 


AND  CPON  TUB  I 


TRADE  OF  THE  GREAT  LAKES  AND  RIVERS  i 


NOTIOES  OP  THE  INTERVAL  IMPROVE»tENTS  IN  EACH  STATE,  OP  THR  GULP  Of 
MEXICO  AND  STRAITS  OF  FLORIDA,  AND  A  PAPER  ON  THE 

carroN  crop  of  the  united  states. 


I  » 


'.J  <A 


r^^r    ..  .^^ 


•  V  'J 


<  ► 


A 


WASHINGTON: 

ROBERT  ARMSTRONG,  PRINTER. 

1863. 


• 

l3^i 

'V 

♦'';. 

\ 

ZU.: 

« 

8ECR 

' :  i ) .  Y  ?^  / 

Ado 

.".'Vf;:^ 

'"'»'•'    :'-V 

AcoDST  30, 1858.— ( 
the  Secretary  u 

•  \  .  ..  Cs  it  ".i  ■■    :  ,      I*  ■        •■       •' 

• 

( 

Sir:  There 
the  Secretary  o 
as  possible  at  tl 
and  commerce 
States  and  oth( 
1850  and  1851, 

j  of  the  great  la 
transmit  a  rept 

"statistical  tables 
prepared  for,  ar 

• 

> 

-' 

]     Hon.  Wm.  R 

V                  Preaid 
i 

D 

« 

I 


4 

,  - 


COMMUNICATION 


m 


mUM   Till 


SECRETARY  OF  THE  TREASURY. 


AooosT  26, 1852.— Ordered  to  ]y^  on  the  table,  and  be  printed. 

AoausT  30, 1852.— Ordered  that  5,000  copies  additional  for  the  Senate,  1,000  additional  for 
the  Secretary  of  the  Treaaury,  and  500  additional  for  Israel  D.  Andrews,  be  printed. 


''V'l   ^* 


Treasury  Department,  August  25,  1862. 

Sir  :  The  resolution  of  the  Senate  of  the  8th  March,  1851,  requests 
the  Secretary  of  the  Treasury  to  ♦*  communicate  to  the  Senate,  as  early 
as  possible  at  the  next  session,  full  and  complete  statements  of  the  trade 
and  commerce  of  the  British  North  American  colonies  with  the  United 
States  and  other  parts  of  the  world,  inland  and  by  sea,  for  the  years 
1850  and  1851,  with  such  information  as  he  can  procure  of  the  trade 
of  the  great  lakes."  In  compliance  therewith,  I  have  the  honor  to 
transmit  a  report  by  Israel  D.  Andrews,  accompanied  by  numerous 
statistical  tables,  carefully  compiled  from  official  sources,  with  maps 
prepared  for,  and  illustrative  of,  said  report. 

I  am,  respectfully, 
"^  THO.  CORWIN, 

Secretary  of  the  Treasury, 

Hon.  Wm.  R.  Kino, 

President  pro  iem.  £/.  8»  Senate* 


) 


i 
I     ^1 


tu 


/iUT/ 


M  ,  ^'.  i,  A  n  i 


■■V,:.-lr;j?''*. 


{.„,r       ..'  1     ,...•    ,■ 


I     •<,J 


I      ' 


'I     •• 


y] 


General  Intri 
lake 
men 

I.  The  Sci 

alon 
foun 

II.  TheTr 

the  I 
and 
in  re 
pect 

For! 

IV.  Review  < 
their 
Grea 
cana 

V.  ThePn 
featu 
trans 
and! 
pare 

VI.  The  Pr 

char 
■fishe 
navi 

VII.  ThePr 

posil 
also 
coal 
Islai 

VIII.  Theisi 

tion 

P% 
turn 

Lai 

witl 

that 

fa-on 


»  ,. 


/:    . 


SCHEDULE  OF  DOCUMENTS. 


General  Introductory ;  comprising  a  review  of  the  trade  of  the  groat 
lakes,  internal  commerce,  and  also  of  the  trade  and  com- 
'  .  merce  of  the  North  American  Colonies.  ! 

I.  The  Sca-^ahcries  of  British  North  America  on  the  Bay  of  Fundy, 
along  the  coasts  of  Nova  Scotiii,  on  the  Grand  Bank  of  New- 
foundland, and  within  the  Gulf  of  St.  Lawrence. 

II.  The  Trade  of  the  Great  Lakes;  accompanied  by  returns  exhibiting 
the  rise  and  progress  of  that  trade,  and  its  present  condition 
and  value,  with  a  particular  description  of  each  of  the  lakes, 
in  relation  to  its  extent,  resources,  triljutaries,  outlets,  and  pros- 
pective commerce. 

For  Part  III,  see  Appendix. 

IV.  Review  of  the  Canals  and  Railroads  of  the  United  Slates,  showing 
their  influence  upon,  and  connexion  with,  the  trade  of  the 
Great  West ;  accompanied  by  a  general  map  of  railroads  and 
canals,  American  and  Colonial. 

V.  The  Province  of  Canada,  with  a  general  description  of  its  physical 
features  and  resources,  intercolonial  trade,  foreign  commerce, 
transit  trade,  internal  traffic,  and  public  works ;  accompanied 
and  illustrated  by  a  map  of  the  Basin  of  the  St.  Lawrence,  pre- 
pared specially  for  this  report. 

VI.  The  Province  of  New  Brunswick,  with  descriptio.  /"  its  physical 
characteristics,  rivers,  seaports,  and  harbors,  it  forests  and  its 
-fisheries,  with  statistical  returns  and  observations  on  the  free 
navigation  of  the  river  of  St.  John. 

VII.  The  Province  of  Nova  Scotia,  with  a  description  of  its  geographical 
position,  its  most  striking  feiftures  and  various  resources ;  as 
also  returns  in  relation  to  its  trade,  commerce,  fisheries  and 
coal  mines  ;  as  also  special  notices  of  Cape  Breton  and  Sable 
Island. 

VIII.  The  Island  Colony  of  Ncvfotindland,  with  a  description  of  its  posi- 
tion between  the  Atlantic  ocean  and  Gulf  of  St.  Lawrence,  its 
physical  features  and  abundant  fisheries,  accompanied  by  re- 
turns of  its  trade  and  commerce ;  as  also  descriptions  of  the 
Labradore  coast,  and  of  the  harbor  of  St.  John,  m  connexion 
with  the  proposed  establishment  of  a  line  of  steamships  from 
that  port  to  Ireland,  and  connected  by  electric  telegraph 
trom  thence  to  the  United  States. 


m 


VI 


IX.   The  Colony  of  Prince  EJward  Island;  its  n^rirnlturnil  rnpnbilities 
trade,  coinmrrce,  tmd  ptjsition,  in  relution  to  the  fisheries  of 
the  Cull' of  St.  Luwrcncc. 

X.   The  Intercourse  between  Great  Britain  and  her  North  American  Colo- 
nies;  aecompjinicd  by  tubuhir  statements  and  returns. 

XI.  The  Trade  of  tome  of  the  Atlantic  ports  of  t.c  United  Slates  with  tie 
North  American  Colonics  by  sea;  iUustratetl  by  tabl(>s  and  re- 
turns, accompanied  by  a  map  of  the  Lower  Colonies ;  pre- 
pared expressly  lor  this  report. 

XII.  Review  of  the  present  state  of  the  Deep-sea  Finheries  of  New  England; 

prepared  specially  for  this  report  by  Wm.  A  Welhnan,  assist- 

,.     ant  collector  of  the  port  of  Boston,  under  the  direction  of  P. 

Greely,  esq.,  collector  of  that  port,  •with  valuable  statistical 

stjitenients  and  tabular  returns. 

XIII.  The  French  Fisheries  of  Newfoimdland,  translated  from  of^cial 
Frenc:h  documents,  obtained  in  Paiis  jiurposely  for  this  re- 
port. 

APPENDIX: 

Containing  notices  of  the  internal  and  domestic  commerce — Tendency 
of  Ohio  commerce,   Cincinnati,  Pittsburg,  Louisville,  St.  Louis — 

•    Steam-marine  of  the  interior.  New  Orleans,  Mobile,  Gulf  of  Mexico, 
and  Straits  of  Florida — Cotton  crop  of  the  United  States — Commerce 
of  the  Atlantic  States  and  cities,  and  tables  of  the  tonnage  of  each    « 
State,  during  a  series  of  years. 


In  th«  nrogi 
mxy  to  ciiuiig 
trade  jmd  coi 
New  Orl(!H.n», 
routes,  the  inc 
gallon,  &c.,  &< 
principal  Atla 
increaso  in  the 
cent,  increase 
It  wriB  (!on( 
the  inland,  coi 
and  a  iH)rtion 
for  the  want  o 
have  them  of 
It  is  j)roper 
of  the  iiultiilo 
in  tlic  prcjnura 
to  the  trauc  of 
tnide. 

The  importi 

to  every  portic 

a  full  justifica 

of  Mexico  ant 

to  the  whole  < 

in  regard  to  it 

report  from  t 

of  the  commc 

cities.    It  is  t 

strict  literal  t< 

pared.    The 

ida,  and  Isthi 

Coast  Survey 

thentic  sourcJ 

taken  in  the 

sea,  and  gone 

of  the  Coast 

results  willb 

be.    Thorouj 

of  scientific  i 

will  be  unap] 

Washing! 


NOTE. 


In  th«  nrogrcuB  of  the  preparalion  of  the  report,  it  was  found  necos- 
Mvy  to  t'hurigc!  Part  HI  to  an  appendix,  which  contains  notices  of  tlie 
trade  and  commerce  of  Cincinnati,  Louisville,  St.  Louis,  Pittsburg, 
New  Orl(!ans,  the  steam-manne  of  the  interior,  of  the  inland  water- 
routes,  the  increase  and  value  of  the  foreign  and  domestic  trade,  navi- 
gation, &c.,  Sec.;  as  tUso  tables  showing  the  exports  and  imports  of  the 
principal  Atlantic  Htates  lor  a  series  of  years,  and  statements  of  the 
increase  in  the  tonnage  of  the  several  States  from  1836,  with  the  per 
cent,  increase  of  the  total  tonnage,  and  that  of  the  several  States. 

It  was  (!onceived  very  desirable  to  publish  a  particular  account  of 
the  inland,  coasting,  and  foreign  trade  of  the  principal  Atlantic  cities, 
and  u  [H)rtion  of  the  materials  were  collected  for  that  purpose ;  but, 
for  the  want  of  correct  statistical  data,  it  was  found  to  be  impossible  to 
have  them  of  a  character  suited  to  this  report. 

It  is  ))ropt^r  to  state  in  this  place  my  thanks  to  Mr.  N.  Davidson,  late 
of  the  liuitiilo  Advertiser,  for  his  very  valuable  and  intelligent  services 
in  the  prenaralion  of  the  report,  particularly  in  those  portions  relating 
to  the  trade  of  the  lakes  and  the  importance  and  value  of  the  internal 
trude. 

The  importance  of  the  Mississippi  trade,  through  the  Gulf  of  Mexico, 
to  every  |M)rtion  of  the  Union,  it  is  presumed  will  be  regarded  by  all  as 
a  full  justification  for  the  copious  notices,  in  the  appendix,  of  the  Gulf 
of  Mexico  and  the  Straits  of  Florida;  and  the  value  of  the  cotton  crop 
to  the  whole  country  called  for  the  extended  and  complete  exposition 
in  regard  to  it  there  inserted.  Similar  reasons — and  to  exonerate  the 
report  from  the  imputation  of  being  sectional — demanded  the  notices 
of  the  commerce,  railroads,  &c.,  of  the  southern  States  and  southern 
cities.  It  is  believed  no  one  will  object  that  they  were  not  within  the 
strict  literal  terms  of  the  resolution  under  which  the  report  was  pre- 
pared. The  annexed  map  of  the  Gulf  of  Mexico  and  Straits  of  Flor- 
ida, and  Isthmus  of  Tehuantepec,  furnished,  as  before  stated,  by  the 
Coast  Survey,  is  the  first  one  of  the  kind  ever  published  from  au- 
thentic sources.  It  will  be  found  interesting  in  illustration  of  the  views 
taken  in  the  paper  contained  in  this  report  respecting  this  American 
sea,  and  generally  with  reference  to  other  considerations.  The  labors 
of  the  Coast  Survey  are  progressing  in  that  quarter,  and  ere  long  their 
results  will  be  published.  This  map  is  but  an  index  of  what  they  will 
be.  Thorough  and  exact  as  the  severest  labor  and  the  highest  order 
of  scientific  skill  can  render  them,  their  usefulness  to  our  commerce 
will  be  unappreciable,  and  their  benefits  will  extend  through  ages. 

L  D.  A. 

Washinoton,  1852. 


•    y 


■  ..''sV 


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l'.  )    i.-.l-t!l. 


'f*>:i'''i     ■"' 


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■■'■» 


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-y^ 


,  ^  ,y     ,     •       ;  -    . 


J.  MA 


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>,'  •  ->;.'' 


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.'H,  •!    !        ,, 


// 


IntrodiiotUwi  to  rop 

InipwrftM't  «yt<t«'iu 

correct  ncfount 

StatiHtleul  rt'turim 

The  annual  rctiinifi 

In  the  al)H<>n('«'  of  ( 

fp%tttly  enhanced 

The  buiiii  of  the  gr 

Infliipnce  of  en>l«ni 

Growth  of  tho  lake 

Trade  of  the  Erie  c 

The  great  lakoH,  an 

Harbors  on  the  IhUi 

The  neceBHity  of    h 

Proponed  canal  at  ( 

Klemonts  of  wealtli 

PropoRal  for  unitini 

Trade  and  coinnien 

Area  and  populutioi 

Exports  of  the  coh 

Ship-building;  itR  ii 

Tonnage  owned  in  1 

Tonnage  outward  a 

Several  Htatistical « 

of  New  Bnuiswic 

The  total  trade  of 

Negotiations,  respt 

convention  of  IH 

Qnantity  of  wheat, 

tables  Hhowing  ii 

and  the  colonies 

Proposition  in  184i 

The  free  nnvigatioi 

Remission  of  expo 

Free  participation 

Present  state  of  tl 

Conclusion;  value 


Limits  to  which  A 
Coasts  and  places 
Codfish  caught  in 
Mackerel  caught 
The  herring  fishei 
Navigation  of  the 
French  fisheries  i 


CONTENTS. 


INTRODUCTORY. 


A   pi. 


Page. 

Introdiirtion  tn  rnpnit,  netting  Torth  rARoliition  of  Senate  and  iiiNtnictionii 1 

Imperfi'i-t  HyHteiii  uf  uiana((ii>R  the  lake  triule;  iucurrevt  return*,  and  noct'isity  fitr  a 

correct  account 2 

BtatUtical  rcturnii  in  the  United  State*  lM>hind  those  of  other  countrlei 2 

The  nnniiul  retuniR  of  commerce  and  navigation  imM>mpiete  and  unHatinfactory 8 

In  the  altHcnce  of  otflcial  retumi,  the  value  of  work*  containing  itatintical  Rtntoment* 

greatly  enhanced 3 

The  bttiiu  of  the  great  lake*  and  the  St.  Lawrenoe 3 

Influence  of  emigration  upon  the  Went 3 

Growth  of  the  lake  trade,  illustrated  by  HtatiHtical  Rtntement* 4 

Trade  of  the  Erie  canal,  illuntrated  by  *tittenieDtfl  of  it*  traflio 4 

The  great  lakes,  and  their  natural  outlet  to  the  nea i 

Harbor*  on  the  Inke* ;  more  extensive  accommodations  needed 5 

The  necessity  of   stablishing  marine  hospitals  at  principal  ports  on  the  lakes 6 

Proposed  canal  at  hault  8te.  Marie 7 

Elements  of  wealth  on  Lake  Superior 7 

Proposal  for  uniting  the  waters  of  the  St.  Lawrence  and  the  Hudson  by  a  ship  canal. . .  7 

Trade  and  commerce  of  the  British  Noith  American  colonies 19 

Area  and  population  of  the  colonies  in  1851 13 

Exports  of  the  colonies,  and  tonnage  outward  in  1806,  and  at  various  periods  since 14 

Ship-building;  its  increase,  and  present  extent 15 

Tonnage  owned  in  the  cohmies  in  18()6, 1830, 1836, 1846,  and  1850 15 

Tonnnge  outward  and  inward  in  1851 16 

Several  statistical  statements  relating  to  the  trade  and  commerce  of  Canada,  the  colonies 

of  New  Bnm8wi<;k,  Nova  Scotia,  Prince  P^dward  Island,  Newfoundland 16 

The  total  trade  of  the  colonies  of  North  America  in  1851 16 

Negotiations,  respecting  colonial  trade,  between  the  United  States  and  Great  Britain — 

convention  of  1830 22 

Quantity  of  wheat,  co.  <,  and  rye  raised  in  the  United  States  and  Canada,  with  several 

tables  showing  imiwrtd  and  exports  of  wheat,  &,o.,  in  the  United  States,  Great  Britain, 

and  the  colonies , 22 

Proposition  in  1848  from  Canada  for  reciprocal  free  trade  in  certain  articles 21 

The  free  navigation  of  the  St.  Lawrence  and  St.  John 35 

Remission  of  export  duty  on  American  Imnber  in  New  Brunswick 35 

Free  participation  with  sea-fisheries 35 

Present  state  of  the  fishery  question,  and  its  threatening  aspect 35 

Conclusion ;  value  of  colonial  trade,  and  its  importance  to  the  United  States 37 


PARTL 


The  Sea-Jisheries  of  North  America. 


Limits  to  which  American  citizens  are  confined  by  fishery  convention  of  1818 39 

Coasts  and  places  to  which  American  fishing  vessels  principally  resort 40 

Codfish  caught  in  the  Gulf  of  St.  Lawrence 40 

Mackerel  caught  in  the  gulf 40 

The  herring  fishery  of  the  gulf 41 

Navigation  of  the  St.  Lawrence  in  connexion  with  a  free  participatran  m  the  fisheries. ..  42 

French  fisheries  at  Newfoundland,  and  new  measures  of  the  French  government 42 


X  CONTENTS. 

PART  n. 

a%«  Trade  of  the  Lakes. 

Page. 
Introdnction— embramg  a  general  new  of  the  rise  and  progreas  of  the  conimorce  of 

the  greiit  lakes  of  North  America 46 

Subjects  discussed 46 

Belations  between  inland  andtharitune  commerce 46 

Extent  of  great  lakes 49 

Value  of  traffic 49 

Number  and  tonnage  of  vessels 61 

Dangers  of  lake  navigation - 63 

Losses 64 

Effect  of  canals  on  lake  trade 65 

Kailroads  and  canals  connected  with  lakes 67 

Growth  of  cities  connected  with  lake  trade 69 

No.  1.  Vermont  rfrstrtrf— Described,  with  summaiy  statements  of  coastir     nd  Canadian 

trade,  and  the  amount  of  tonnage 60 

No.  2   C//fl»i;>/rtin.— General  description,  with  statements  showing  the  nature,  quantity, 

and  value  of  the  Canadian  and  coasting  trade  and  tonnage  of  this  dikli  !t 63 

No.  3.  Ostregatchie.— General  description,  and  tables  showing  the  nature,  quantity,  and 

value  of  the  articles  composing  the  Canadian  and  coastwise  trade  of  .his  district ....      66 
No.  4.  Cape  Vinrent. — A  general  description,  with  tables  exhibiting  the  Canadian  trade 

and  tonnage  of  the  district  in  detail 70 

No.  5.  Sackrtt'a  Harbor. — A  general  description,  with  returns  showing  in  detail  the  coast- 
wist  and  Canadian  imports  and  exports,  and  the  Canadian  and  coasting  tonnage  of  the 

1  district 71 

No.  6.  Osvf^o.— General  description,  with  several  statements  exhit'.iijj  in  detail  the 

Canadian  and  coasting  trade  and  tonnage  of  the  district 76 

No.  7.  Genesee. — General  description,  with  tables  illustrative  of  the  Canadian  trade  and 

tonnage  of  the  distr  : 82 

No.  8.  Niagara. — General  description,  with  tables  exhibiting  in  detail  the  Canadian  and 

coasting  trade  and  tonnage • 84 

No.  9.  Buffalo  Creek. — Description,  with  eleven  statements  showing  the  coasting  and 

foreign  commerce  of  this  district  in  detail  and  with  absfncts 87 

No.  10.  Presque  Me. — Description,  with  tables  showing  th<  commerce  of  this  district  in 

detail 161 

No.  11.  Cuyalioga. — General  description,  with  statements  .   owing  the  imports,  exports, 

and  tonnage  of  the  district  in  detail 165 

No.  12.  Sandusky. — Description,  with  tables  giving  dett^Ms  of  C    ladian  and  coasting  trade, 

imports  and  exports 175 

No.  13.  Miami. — General  remarks,  with  five  tables  showing  in    )rt  and  export  trade,  and 

tonn^e 184 

No.  14.  Detroit — General  description,  with  tables  illustrative    '  the  nature  and  value  of 

the  commerce  of  this  district 191 

No.  15.  Mackinaw. — Desciiptidn,  with  a  table  showing  the  ■    mtlty  and  rulue  of  for- 
eign impfjrts 202 

No.  16.  MUwaukie. — Description,  with  a  table  showing  the  11     i^v  and  exports  of  this 

district 210 

No.  17.  Chicago. — Description,  with  statements  showing  the  commerce  of  the  port  and 

district 215 

No.  18.  Summary. — A  description  of  each  of  the  great  lakes  in  extent,  resources,  tribu- 
taries, outlets,  present  and  prospective  commerce,  with  a  map 223 

Report  on  the  geology,  mmeralogy,  and  topography  of  the  lands  around  Lake  Superior. .    232 

General  view,  with  eiglit  tabular  statements  of  the  lakes: 

No.  1.  Stuteiaent  exhibiting  the  trade  and  tonnage,  (Canadian  and  American,)  the 
tonnage  enrolled,  and  the  amount  of  duties  collected,  in  each  of  the  collection  dis- 
tricts on  the  lakes,  and  the  aggregates  of  the  lake  commerce,  for  year  IS.jI 240 

No.  2.  Statement  showing  the  quantity  and  value  of  the  piiucipal  articles  imported 
into  each  collection  district  on  the  lake  frontier  from  Canada  in  1851 249 

No.  3.  Statement  exhibiting  the  quantity  and  value  of  some  of  the  principal  articles 
of  domestic  produce  and  manufacture  exported  from  the  collection  districts  on  the 
lake  frontier  to  Canada  during  the  vear  1851 255 

No.  4.  Statement  showing  the  value  of  some  of  the  principal  articles  o{  foreign  nier- 
chandise  exported  from  the  collection  districts  on  the  lake  frontier  to  Canada  in 
1861 260 


No.  5.  Statement  1 
lake  frontier  wl 
domestic  produl 
back,  and  if  ex^ 

No.  6.  Statement! 
distri(;ts,  and  al| 
American  from  < 

No.  7.  Statement  i 
Erie  canal,  for  i 

No.  8.  Statement  | 
exported  coastv 


Retiew  of  the  canals  I 
nexlon  with,  the  tn 
American  and  eolo 

Introductory 

New  York 

Comparative  stateni 

canals,  and  the  p 

four  principal  Atl 

1820  to  1851,  inclu 

Railroads  of  New  Yo 

Railroads  of  New  Ei 

The  Massachusetts  f 

Connecticut  and  Rh< 

Maine 

New  Jersey 

Pennsylvania 

Delaware 

Maryland 

Virginia 

North  Carolina  — 

South  Carolina 

Georgia 

Florida 

The  system  cf  Alab 

Alabama 

Mississippi...' 

LouiKiana 

Te.\«8 

Arkansas 

Tennessee 

Kentucky 

Oliio 

Indiana 

Michigan 

Illinois 

Missouri 

Wisconsin 

Iowa 

Railroads  in  the  B 
Economical  view  c 
Income  of  our  rail 
Mode  of  construct 
Co^t  of  railroads  I 
Tabular  statemeni 
in  the  United  S 


Fnge. 

45 
45 
46 
49 
49 
61 
53 
54 
55 
57 
69 

60 

63 

66 

70 

71 
76 


84 

87 

161 

165 

175 

184 

191 

802 

210 

215 

223 
2^8 


CONTENTS. 


m 


^  mi 


255 
260 


Pagfr. 

No.  5.  fltatement  exhibiting  the  export  trade  of  the  cuRtom-houRe  districtB  on  the 
lake  frontier  with  Canada  in  the  year  1851,  distingnighiug  between  foreign  and 
doineRtio  produce,  and  showing  what  portion  of  the  former  was  entitled  to  draw- 
back, and  if  exported  in  American  or  British  yessels 263 

No.  6.  Statement  ginng  a  tabular  view  of  the  Canadian  import  trade  on  the  lake 
di8tri<;tB,  and  also  the  tonnage  entering  and  cleariag  at  each  port,  distinguishing 

American  from  Canadian,  and  steam  from  sail,  in  the  year  1851 264 

No.  7.  Statement  showing  the  produce  received  from  Canada,  and  transported  by  the 

Erie  canal,  for  the  year  1851 267 

No.  8.  Statement  showing  the  quantity  of  some  of  the  piincipal  articles  imported  and 

exported  coastwise  on  the  lakes  inl851 268 

(For  Part  III,  see  Appendix.) 

PART  IV.  \     , 

Beview  of  the  canah  and  railroads  of  the  United  States,  showing  their  influence  upon,  and  con- 
nex^on  teith,  the  trade  oftlie  Great  tVest,  aecompanied  by  a  general  map  of  railroads  and  canals, 
American  and  colonial. 

Introductory.. 27S 

New  York 277 

Comparative  statement  showing  the  tolls,  trade,  nnd  tonnage  of  the  New  York  State 
canals,  and  the  progress  in  commerce,  navigation,  population,  and  valuation  of  the 
four  principal  Atlantic  cities,  aad  the  foreign  commerce  of  the  United  States,  from 

IfiiiO  to  1851,  inclusive 280 

Railroads  of  New  York 290 

Railroads  of  New  England 296 

The  Massachusetts  system 297 

Connecticut  and  Rhode  Island 302 

Maine 304 

Now  Jersey 3()8 

Pennnylvania 310 

Delaware 318 

Maryland 318 

Virginia 323 

North  Carolina 327 

South  Carolina 328 

Georgia 331 

Florida 335 

The  sjiHtem  of  Alabama,  Mississippi,  and  Louisiana 335 

Alabama 337 

Mississippi...- , 340 

LouiHiaua 341  • 

Texas 344 

Arkansas 346 

Tennessee 346 

Kentucky 350 

Ohio 3.53 

Indiana 362 

Michigiin 306 

Illinois 368 

Missouri 373 

Wisconsin 374 

Iowa 376 

Railroads  in  the  British  provinces 376 

Economical  view  of  the  railroads  of  the  United  States 379 

Income  of  our  railroads '. 3S4 

Mode  of  construction  387 

C(»?t  of  railroads  in  the  United  States 388 

Tabular  statement  showing. the  number  of  miles  of  railroad  in  progress  and  in  operation 

in  the  United  States 391 


adi 


CONTENTS. 

PAETV. 
The  Protince  of  Canada. 


'v*- 


/ 


Page. 

G«nerBl  position ;  commercial,  militaiy,  and  geographical  position 407 

Commerce  of  Canmla;  extract  from  Mr.  Reefer's  prize  essay  on  the  canals  of  Canada. .  409 

Flour  and  wheat  exported  from  Canada  in  1850  and  1851 413 

Inter-colonial  trade,  with  statements  and  returns 414 

The  commercial  ports  of  Canada;  the  Gulf  of  St.  Lawrence 415 

Sea  trade  of  Canada;  tho  port  of  Quebec;  and  the  gross  trade  of  Quebec  and  Mon- 
treal    418 

Ship-buildirg ;  ships  (and  tonnage)  built  in  1840, 1850,  and  1851 421 

Trade  and  lomiage  in  1850  and  1851 421 

Summary  statement  of  sea  and  inland  trade 420 

Sea  and  inland  imports  compared 422 

Value  of  imjMtrts  from  other  colonies  and  foreign  countries 422 

Foreign  vessels  at  Quebec  in  1850  and  1851 423 

The  port  of  Montreal 424 

Its  sea  tonnage  in  laW  and  1851 425 

ProgressiTO  value  of  imports  and  exports  from  1849  to  1851,  both  inclusive 426 

Trade  between  Montreal  and  lower  colonies 427 

Trade  between  Montreal  and  St.  John  and  the  United  States 427 

Inland  ports;  inland  trade  between  Canada  and  the  United  States;  steam  and  sailing 

tonnage  employed ;  and  value  of  imports  and  exports 428 

Trade  of  principal  inland  ports  vtith  the  United  States 430 

Principal  articles  of  import  and  export,  with  total  value 431 

Imports  by  way  of  Hudson's  Bay  and  Lake  Superior 430 

Statement  showing  quantities  and  value  of  Canadian  produce  received  in  bond  at  New 

York  and  Boston  in  1851 432 

Statement  of  the  value  of  goods  imported  at  Boston  and  New  York,  and  thence  forwarded 

to  Canada  under  bond 433 

Quantity  and  value  of  Canadian  flour  and  wheat  received  at  New  York  in  1849, 1850,  and 

1851,  and  thence  exported 433 

Export  of  flour  and  wheat  from  the  United  States  to  the  British  North  American  colonies 

for  the  years  1846 1»  1851,  inclusive 434 

Comparative  statement  of  Canadian  and  American  flour  exported  to  the  lower  colonies 

from  1846  to  1851 ,  inclusive 435 

Comparative  statement  of  the  import  and  export  trade  of  Canada  for  1849, 1850,  and 

1851 436 

Public  works  of  Canada 437 

Up  and  down  trade  of  Welland  canal,  1850  and  1851 438 

Up  and  down  trade  of  St.  Lawrence  canals  in  1850  and  1851 439 

Number  of  vessels,  tonnage,  tolls,  and  movement  of  property  and  passengers  on  Cana- 
dian canals,  for  1851 44O 

General  remarks  on  the  Erie  and  Welland  canals;  rates  of  toll  on  heavy  freight 441 

Quantity  of  iron  and  wheat  transported  by  Erie  and  Welland  canals 441 

Effect  of  the  repeal  of  the  navigation  laws  on  traflic  by  the  St.  Lawrence 443 

The  Magdalen  islands 443 

TABLES. 

Table  1.  Statement  exhibiting  the  number  of  American  and  foreign  vessels,  and  also 
their  tonnage,  employed  in  the  trade  between  the  United  States  and  Canada,  which 

entered  in  and  cleared  from  the  lake  jH>rts,  annually,  from  1833  to  1851,  inclusive 445 

Table  2.  Comparative  statement  of  the  total  movement  of  property  on  the  Welland, 
St._  Lawrence,  Chambley,  and  Burlington  Bay  canals,  and  St.  Anne's  lock,  for  the  year 

1851  and  precetUng  year ^^g 

Table  3.  Imports  at  each  port  of  Canada  in  1851,  distinguishing  countries  from  whence, 

and  route  by  wliich,  imported 448 

Table  4.  Exports  from  Canada  in  1851,  and  countries  to  which  e.vported .   """.""'.  451 
Table  5.  Comparative  statement  of  imports  inland  via  United  States,  with  imports  by 

sea  »i«  St.  Lawrence,  in  1851 453 

Table  6.  Direct  imports  fn«n  sea  at  inland  ports,  by  St.  Lawence,  in  1851 .' ." ." ." ........  455 

Table  7.  Comparative  statement  of  imports,  1850  and  1851 456 

Table  8.  Comparative  statement  of  exports  "  inland  "  and  "  by  sea"  in  1851      457 


Table  9.  Comparativ 
Table  10.  Comparat 

Canadian  produce 

which  exported.. - 
Tables  11, 12, 13  am 
Tables  15  and  16.  SI 
Tables  17, 18, 19,  T" 

1851 

Tables  22  and  23.  St 

Montreal  in  1850  a 
Tables  24, 25,  26, 27 

United  States;  im 

John,  in  tho  year  1 
Tables  30  to  38,  inch 

by  the  ports  of  Bo 
Table  39.  Comparati 

duties  in  the  years 
Table  40.  Statement 

Canadian  vessels  a 
Table  41 .  Statistical 

and  exports  from  1 

tonnage  of  vessels 


Geographical  positioi 
Extent  and  charactei 
Harborof  St.  John; 
The  Petikodie;  new 
Harbors  on  the  gulf 

Miramichi 

Shippagan;  Little  Sli 

Thebayof  Chaleur; 

Imports  and  expoits 

Number  and  tonnagf 

New  Brunswick,  in 

Trade  of  St.  John;  t 

Same;  tonnage  outw 

The  like  tables  for  tl 

Quantity  and  value  0 

ported  to  the  Unit 

Quantity  and  value  0 

from  St.  Jolm  to  t 

Quantity  and  value  ( 

imported  into  St. 

Detailed  statement  1 

1851 .-- 

More  coals  and  timl 

tliat  country 

Number  and  tonnag 

New  sliips  built  at  S 

Value  of  luicmatac 

Number  of  vessels « 

Trade  of  St.  Andre- 

Slipping  built  and  < 

Exports  from  Mirai 

Trade  and  tonnage 

Trade  and  tunnage 

Trade  and  tonnage 

Trade  of  Now  Brui 

Fisheries  of  New  E 

Grand  Manan;  Cai 

Harbor  of  St.  Johi 

Total  value  of  thes 


CONTENTS. 


tm 


lada. 


Mon- 


liling 


New 
rded 


and 


nies 


Qies 


and 


Page. 

407 
4C9 
413 
414 
415 

418 

421 

431 

4'iO 

432 

422 

423 

424 

425 

426 

427 

427 

428 
43U 
431 
430 

432 

433 

433 

434 

435 


na- 


436 
437 
438 
439 

440 
441 
441 
443 
443 


so 
ch 

"d, 

nr 


445 


446 

448 
451 

453 
455 
456 
457 


Page. 

Table  9.  Comparative  statement  of  total  duties  at  each  port  in  Canada  in  1850  and  1851 . .  460 
Table  10.  Comparative  statement  of  the  quantity  and  value  of  the  principal  articles  of 

Canadian  produce  and  manufacture  exported  in  1850  and  1851,  indicating  countries  to 

which  exported 461 

Tables  11, 12, 13  and  14.  Showing  the  trade  of  Canada  with  the  United  States 464  to  477 

Tttbles  15  and  16.  Showing  the  imports  into  the  district  of  Gaspfe  in  1851 480 

Tables  17, 18, 19, 20  and  21.  Showing  the  tonnage  and  trade  of  the  port  of  Quebec  in 

1851 486 

Tables  22  and  23.  Staple  articles,  the  produce  of  Canada,  exported  from  Quebec  and 

Montreal  in  1850  and  1851 490,  491 

Tables  24,  25,  26,  27,  28  and  29.  Showing  the  exports  from  the  port  of  Bnice  to  tlie 

United  States;  imports  at  Sault  Ste.  Marie,  Hamilton,  Toronto,  Kingston,  and  St. 

John,  in  the  year  1851 494  to  500 

Tables  39  to  38,  inclusive.  Showing  the  transit  trade  of  Canada  with  the  United  States 

by  the  ports  of  Boston  and  New  York 501  to  504 

Table  39.  Comparative  statement  of  the  gross  and  net  revenue  received  from  customs 

duties  in  the  years  1848, 1849, 1850  and  1851 505 

Table  40.  Statement  showing  the  relative  amount  of  business  done  in  American  and 

Canadian  vessels  at  the  ports  of  Oswego,  Rochester,  and  Buifalo,  in  1850 505 

Table  41.  Statistical  \\ew  of  the  commerce  of  Canada,  exliibiting  the  value  of  imports 

and  exports  from  Great  Britain,  the  colonies  and  foreign  coimtries,  together  witli  the 

tonnage  of  vessels  inward  and  outward,  in  1850 506 

PART  VI. 

The  Province  of  Neio  Brunswick, 

Geographical  position ;  agricultural  capabilities 507 

Extent  and  character  of  river  St.  John - 508 

Harbor  of  St.  John ;  never  frozen 508 

The  Petikodie ;  new  niLieral  found  there 508 

Harbors  on  the  gulf  coast  of  this  province:  Shediac;  Cocagne;  Buctouche;  Ricliibucto; 

Miramichi 509 

Shippagan ;  Little  Shippagan ;  Bathurst 510 

The  bay  of  Chaleur;  Restigouche 510 

Imports  and  exports  of  New  Brunswick  in  1849  and  1850 511 

Number  and  tonnage  of  new  ships  built,  and  number  and  tonnage  of  ships  owned,  in 

New  Brunswick,  in  1849  and  1850 512 

Trade  of  St.  John ;  toimage  inward  and  imports,  1850 513 

Same;  tonnage  outward  and  exports,  1850 513 

The  like  tables  for  the  year  1851 '. 514 

Quantity  and  value  of  American  timber  and  lumber  floated  down  the  St.  John,  and  ex- 
ported to  the  United  States,  in  1850  and  1851 515 

Quantity  and  value  of  principal  articles  of  colonial  produce  and  manufacture  exported 

from  St.  John  to  the  United  States  in  1851 516 

Quantity  and  valtio  of  the  various  articles  of  American  growth,  produce  or  manufacture, 

imported  into  St.  John  in  1850 517 

Detailed  statement  of  principal  articles  imported  at  St.  John  from  the  United  States  in 

1851 519 

More  coals  and  timber  imported  at  St.  John  from  the  United  States  than  exported  to 

that  country 521 

Number  and  tonnage  of  American  vessels  entered  at  St.  John  in  1851 521 

New  sliips  built  at  St.  John  in  ia51 522 

Value  of  hacmatac  ships ;  resolution  of  underwriters  at  Lloyd's 522 

Number  of  vessels  owned  at  St.  John 522 

Trade  of  St.  Andrews  and  outbays  in  1850 523 

Shipping  built  and  owned  at  Miramichi;  tonnage  inward  and  outward  in  1851 524 

Exports  from  Miramichi  to  the  United  States  in  1851 525 

Trade  and  tonnage  of  Dalhousie 525 

Trade  and  tonnage  of  Bathurst 525 

Trade  and  tonnage  of  Ricliibucto 525 

Trade  of  New  Brunswick  for  1851 527 

Fisheries  of  New  Brunswick  in  the  bay  of  Fundy 528 

Grand  Manan;  Campo  Bello;  West  Isles 528 

Harbor  of  St.  John;  Cumberland  bay 528 

Total  valuoof  these  fisheries  iu  1850 529 


«iv 


CONTENTS. 


?l 


Page, 

The  free  narlgntlon  of  the  St.  .fohn • ^29 

I^iigtli  of  the  river!  different  jurindlctliNH. -  -  -  -  •  •  ■  •  •  •■"""■, °f" 

Export  duty  Hpun  timber  cut  on  American  territery  aad  floated  dowa  this  river 53« 

C'ou*tnu!ti«n  of  the  treaty  of  Wai»hiogtoB y-"-   vy-ir'aS'i'i'  V  'ia-i ' '  k^ 

Quantity  and  value  of  American  timber  and  luaber  floated  down  the  St.  John  in  I80I . .  531 

MUlaontheStJohn;  agricultaral  producta.. ;-•••"■,:•;•;; ^ 

Fr«j  navigation  of  thin  river  necersary  to  citizens  of  the  United  States 538 

Sketch  of  the  early  hiit«»ry  awl  of  the  preient  Keology,  mineralogy,  and  topography  of 

the  pruvincca  of  New  Brunawick  aud  Nova  Scotia,  by  Dr.  Charles  1.  Jackson.  ..53J  to  551 

■-,,''    -  PABT  VU.  ""''"'■    "'"■  ■<•■ 


The  Provinu  of  Not*,  Seotkt, 


553 
554 
555 


555 


Extent  tnd  phyirfoal  character > 

Tonnage  inward  and  outward  in  1849  and  1850 

Imports  and  ex|Mtrts  of  1849  and  1850  compared j 

Return  of  all  articles  the  growth,  produce,  or  manufacture  of  the  United  States,  im 

porte«l  into  Nova  Scotia  in  1860 •_ 

Tonnage  inward  and  outward,  and  value  of  imports  and  exports,  in  1851 556 

Imports  and  exports  of  1849, 1850,  and  1851,  compared 557 

Quantity  and  value  of  principal  articles  of  colonial  produce  exported  to  the  United 

States  In  1851 -. 557 

Number  and  tonnage  of  American  vessels  entered  at  ports  of  Nova  Scotia  in  1851 557 

Number  and  tonnage  of  vessels  owned  in  Nova  Scotia  in  1851 557 

Vessels,  bouts  and  men  engaged  In  the  fisheries  in  1851 558 

C  jnsus  returns ^ 558 

Portof  Hulifa*!  Its  character  and  advantages 559 

Imports  and  exiwrts;  ships  inward  and  outward  in  1850 560 

Quantity  and  value  of  merchandise  imported  at  Halifax  fror    ao  United  States  in  1850 . .  56] 

Quantities  of  fish  and  fish-oil  exported  from  Halifax  iu  1850 562 

Tonnage  inward  and  value  of  imports  in  1850 563 

The  coal  trade ;  number  of  mines 563 

Pictou  coalfield 564 

Sydney  coalfield 564 

Cum))erland  coal  mines « 564 

Quantities  of  coal  exported  in  1849  and  1850 665 

Cape  Brettm  described 565 

The  Bras  d'Or 566 

Great  value  of  Cape  Breton  from  its  position  and  resources 667 

Exports  of  fish  in  1H47, 1848,  and  1860 567 

Coals  raised  and  sold  in  1849 668 

Vessels  inward  and  outward  in  1850 568 

Imports  and  exiM>rts  in  1860 »..  569 

Sable  Island  described 670 

Its  exact  geographical  position  stated 570 

Valuable  fisheries  in  its  vicinity  not  prosecuted 571 

PARTVm. 

The  IiUnd  Colony  qf  NeufoundUmd, 

Description  of  its  physical  geography 573 

The  coast  of  Labrador  described 575 

The  deep-sea  coilfisheiy  of  Newfimndkad 577 

The  shiiie  fiiiliery  (or  cod 678 

The  herring  fishery 579 

Salmon,  naclicrel,  and  whale  fishery 579 

The  seiJ  fishery 5^ 

Msh  aud  oil  trade  of  Newfoundland 681 

Number  and  tonnage  of  vesseb,  and  number  of  men  engaged  in  the  seal  fishery,  in  the 

last  ten  years 593 

Exports  of  Newfoundland  in  1849  and  1850 !!!.......!!.!!.  588 

Value  of  imp«)rts  and  exports  in  1849, 1850,  aud  1851 •. 583 

Vessels  inward  and  outward  in  1850 583 

VoiseU  inward  aud  outward  ia  1851 6B4 


Comparative  statemontl 
Vessels  built  in  Newfool 
Population;  boats  enga 
Value  of  the  annual  pr 
Value  of  property  engL 
Trade  between  Newfoul 
duct«i  exported  from! 
Quantity  and  value  of  d 
faring  the  year  18511 
Vessels  inward,  and  val 
Vessels  outward,  andvl 
Value  of  the  Labradorl 
The  portof  St.  John..' 
Proposed  electric  teleg 
The  harbor  described.^ 
Ligh^hou8e8  on  the  eal 
Ships  inward  at  St.  Jon 
Ships  outward  at  St.  Jl 
Comparative  statemenl 
Comparative  statemem 
Imports  into  St.  John 
Imports  from  British 
West  Indies,  in  1851 
American  vessels  arriv 
Number  of  vessels  ent 
1849,  and  1850.... 


Extent,  position,  and  ( 

Stock  and  crops  of  th< 

Vessels  owned  and  reg 

Iraports  and  exports  ii 

New  vessels  sold  at  N( 

Vessels  entered  and  cl 

Vessels  entered  and  c 

Value  of  exports  in  li 

Quantity  and  value  of 

and  amount  of  duty 

Quantity  of  articles  e 

Abstract  of  trade  of 


I 


The  inter 

Value  of  goods  expoi 
1805, 1810,  and  18 
Official  value  of  imp 
Tonnage  inward  aud 
Tonnage  outward  a 
1845  and  1850.... 
The  timber  trade  in 
Foreign  timber  and 
The  colonial  trade  a 


Tin  trade  of  some  0, 


The  extent  of  the  e 
New  Brunswick  am 


CONTENTS. 


Tr 


551 


553 
554 
555 

555 
556 
557 

557 

557 

557 

558 

558 

559 

560 

56] 

562 

563 

563 

564 

564 

564 

665 

665 

666 

567 

567 
668 
668 


Page. 

Comparative  statemont  of  shipping  inward  and  outward  in  1849, 1850,  and  1851 684 

Ve88els  built  in  Newfoundland  in  1847, 1848, 1849,  and  1850 684 

Population;  boats  engaged  in  iisherf 58S 

Value  of  the  annual  produce  of  Newfoundland  on  an  average  of  four  years 685 

Value  of  property  engaged  in  the  fisheries  for  same  period 685 

Trade  between  Newfoundland  and  the  United  States;  quantity  and  valoe  of  staple  pro- 
ducts exported  from  Newfoundland  to  the  United  States  in  1849, 1850,  and  ]851 586 

Quantity  and  value  of  all  articles  imported  into  Newfoundland  firom  the  United  States 

^uring  the  year  1851,  with  the  rate  and  amount  of  duty  paid  thereon 586 

Vessels  inward,  and  value  of  imports,  in  1851 589 

Vessels  outward,  and  value  of  exports,  in  1851 590 

Value  of  the  Labradore  trade  aud  fisheries- 591 

The  p{»rt  of  St.  John 591 

Proposed  electric  telegraph  from  this  port 59S 

The  harbor  described ! 502 

Light-houses  on  the  east  coast  of  Newfoundland 595 

Ships  inward  at  St.  John  in  1850  and  1851 596 

Ships  outward  at  St.  John  in  1850  and  18.51 596 

Comparative  statement  of  imports  in  1850  and  1851 597 

Comparative  statement  of  exports  in  1850  and  1851 598 

Imports  into  St.  John  from  Canada  in  1850  and  1851 599 

Imports  from  British  West  Indies,  Spain,  Portugal,  Germany,  Denmark,  and  Spanish 

West  Indies,  in  1851 600 

American  vessels  arrived  at  St.  John  in  1851,  and  places  to  which  they  sailed 602 

Number  of  vessels  entered  and  cleared  at  St.  John  in  every  month  of  the  years  1848, 

1849,  and  1850 603 

PART  IX. 

The  Colony  of  Prince  Edward  Iiland. 

Extent,  position,  and  description  of  this  island 606 

Stock  and  crops  of  the  island;  new  vessels  built 607 

Vessels  owned  and  registered  in  1850  and  1851 607 

Iraportsand  exports  in  1850  and  1851 607 

New  vessels  sold  at  Newfoundland  in  1851 607 

Vessels  entered  and  cleared  in  1850 608 

Vessels  entered  and  cleared  in  1851 608 

Value  of  exports  in  1851 609 

Quantity  and  value  of  articles  imported  from  the  United  States  in  1851,  with  the  rate 

and  amount  of  duty  paid  thereon 610 

Quantity  of  articles  exported  to  the  United  States  in  1851 610 

Abstract  of  trade  of  colony  for  1851 611 


PARTX. 

The  intercourse  betieeen  Great  Britain  and  her  North  American  colonies. 

Value  of  goods  exported  from  Great  Britain  to  British  North  American  colonies  in  1800, 

1805, 1810,  and  1815 613 

Official  value  of  import  and  export  trade  in  1818, 1819,  and  1820 614 

Tonnage  inward  aud  outward  in  1800, 1805,  and  1815 614 

Tonnage  outward  and  inward,  to  and  from  tho  British  North  American  colonies,  in 

1845  and  1850 615 

The  timber  trade  in  1800, 1819, 1840, 1845,  and  1850 615 

Foreign  timber  and  deals  in  1849, 1850,  and  1851 617 

The  colonial  trade  a  nursery  for  seamen 617 


PART  XI. 

T/ie  trade  of  some  of  the  Atlantic  ports  of  the  United  Stales  with  the  North  American  colonies 

bp  sea. 

The  extent  of  the  seacoast  of  these  colonies 611 

New  Brunswick  and  Nova  Scotia,  an  extension  of  New  England 


xvi  CONTENTS. 

?  Page. 

Tonnage  inward  in  the  colonies  from  the  United  States  at  various  periods  suice  1787, 

i>tiouiiu{  the  viiBt  increuHo •- •••  •,••••■';"■;,*■■,*     ^^^ 

Trail«  of  twenty-three  Atlantic  portB  with  New  Brunswick,  Nova  ScoUa,  Newfoundland, 

and  Prince  Edward  Inland,  in  1851— four  tables I "  Vt "•"  V  "o ®^ 

Tonnage  inward  and  outward  between  nine  principal  seaports  of  the  United  States 

and  the  lower  colonies  in  1851 .■••.•■; "     ^^ 

Comparative  statement  of  all  tonnage  inward  and  outward  at  the  principal  seaports  of 

the  United  States,  and  of  the  ooluuies,  in  1851 • 


V  -  PART  XII. 

•,<ft:     ,  .  -''■■•,.  ,11.  ,v.  I 

Retiew  of  the  present  state  of  tlie  Deep-sea  Fisheries  of  New  England.  '■    *' 

Amount  of  these  fisheries  since  1783,  and  summary  of  legislation  respecting  them,  by 

W.  A.  Welhnan,  esq 629 

Statement  of  allowances  to  vessels  employed  in'  the  fisheries 6^5 

-'-.-  •••.;■'/-  ,   ■:>      •  ■  -r*   '     '■ 

TABLI8. 

■Hit     ■ 

Tables  Nos.  1  and. 2.— Statements  of  the  quantity  and  value  of  dry  and  pickled  fish  im- 
ported and  exported  from  Boston  to  foreign  countries  from  1843  to  1851 636,  637 

Tables  Nos.  3  iind  4.— Statements  of  the  dry  and  pickled  fish  warehoused  in  Boston  and 
Chnrlestown  from  1847  to  1851 638,639 

Table  No.  5.— Tonnage  of  vessels  employed  in  the  fisheries  in  the  fiscal  years  1843  to 
1850,  inclusive 640 

Table  No.  O.-^Imports  of  dry  and  pickled  fish  during  the  fiscal  years  1843  to  1850,  in- 
clusive  - 642 

Table  No.  7 — Exports  of  dry  and  pickled  fish  from  the  United  Slates  during  the  fiscal 
years  1843  to  1850,  inclusive 644 

Table  No.  8.~Pickled  fish  inspected  in  Massachusetts  from  1838  to  1850,  inclusive 652 

Table  No.  9.— Statement  of  the  tonnage  of  vessels  employed  in  the  fisheries  of  the 
United  States  for  several  years 654 

Table  No.  10.— Abstract  of  allowances  to  fishing  vessels,  paid  at  the  port  of  Boston,  for 
the  fishing  seasons  of  the  years  1841  to  1850,  inclusive 65.5 

Table  No.  11.— Abstract  of  fishing  vessels  lost  during  the  )ear  1851 656 

PARTXI9. 

'  The  French  Fisheries  of  Newfoundland 

Laws  as  to  fishing  bounties  In  France 661 

Report  on  the  great  sea  fisheries  of  I'^anco  by  a  committee  of  the  National  Assembly, 
May,  1851 661 

Abstract  of  the  law  granting  bounties  to  the  fisheries,  passed  July  22, 1851 071 

Return  of  vessels  fitted  out  in  France  for  the  cod-fishery  from  1842  to  1850,  both  3cars 
inclusive 673 

Amount  of  sums  paid  as  bounties  from  1842  to  1850,  inclusive 674 

Number  of  persons  enrolled  annually  for  the  navy,  in  the  several  maritime  districts  of 
France,  from  1840  to  1850,  inclusive- 675 

Quantity  of  dried  cod  iixported  from  place  where  caught  to  colonies  of  France,  and 
bomity  paid  thereon,  from  1842  to  1850,  inclusive 680 

Quantity  of  dried  cod  of  French  catch  exported  from  warehouse  in  France  to  French 
colonies,  and  bounty  paid  thereon,  from  1842  to  1850,  inclusive 681 

Quantity  of  dried  cod  of  French  catch  exported  from  ports  and  curing-places  of  France, 
from  1S42  to  1S50,  inclusive,  and  amount  of  bounty  thereon 682 

Quantity  of  dried  cod  exported  from  place  where  caught  by  fishermen  of  France  to  for- 
eign comiti  ies,  from  1842  to  1850,  inclusive,  and  amount  of  bounty  thereon 683 

Quantity  of  dried  cod  of  French  catch  exported  from  ports  of  France  to  foreign  coun- 
tries, from  18 12  to  1850,  inclusive,  with  amount  of  bounty  thereon 684 

Total  amount  of  bounties  paid  out  of  the  treasury  of  France  fur  the  encouragement  of 
the  cod  and  whale  fisheries,  from  1829  tw  1849,  inclusive 685 


%5ai^ 


Jf otlco  of  the  intemal| 
Statements  of  trade  a 
Receipts  into  the  trea 
Statement  showing  tl 
the  indebtedness  of 
Viduation  of  real  and 
years  ending  June  ] 
Comparison  of  propei 
Table  showing  the  a 
States  for  the  year 
Remarks  upon  the  ag 
Statements  showing  t 
amount  of  raw  mat* 
Statement  exhibiting 
from  1821  to  1852 ; 
Statement  exhibiting 
Bumed,  annually,  fro 
rate  of  consumptiot 
Total  imports  consum( 
Imports  and  exports,  i 
for  the  years  1825, 1 
Notes  on  the  amount  t 
Aggregates  ef  the  reci 

ports 

Table  of  exports  of  th 
Exports  of  Cincinnati 
Table  of  manulacturef 
Destination  of  princip 
Specific  notice  of  Cine 
Statement  of  imports 
Statement  of  exports : 
Commercial  notice  of 
Comparative  statemei 
Comparative  statemei 
Imports  and  exports  i 
Commercial  notice  of 
Its  growth,  popuktioi 
Pork  business,  steaml 

Railroads 

Commercial  notice  of 

Comparative  stateme 

Table  exhibiting  the  i 

Statement  of  foreign 

Steam  marine  of  the 

Steam  marine  of  the 

Tabular  statement  of 

Statements  showing  1 

Statements  of  the  nui 

«t  several  centres 

Statement  of  marine 

Rise  and  progress  of 

Comparative  statem* 

its  tributaries  froB 

la 


Page. 


623 


XVU 


627 


APPENDIX. 


629 
6J5 


642 

644 
652 

654 

655 
656 


Page. 

l^oticc  of  the  interiial  and  domestic  commerce  of  the  country 687 

StatementB  of  trade  and  commerce,  population,  &c.,  for  several  years 686 

Ileceipts  into  the  treasury  from  customs  and  other  sources 6di) 

Statement  showing  the  valuation,  area,  and  population  to  the  square  mile  in  1850,  with 

tJie  indebtedness  of  the  several  States  in  1851 ^ 690 

Valuation  of  real  and  personal  estate  of  the  inhabitants  of  the  United  States  for  the 

years  ending  June  1, 1850,  and  Deceral)er  31, 1852 603 

Comparison  of  property  among  urban  and  rural  population 694 

Table  showing  the  amount  and  value  of  the  productions  of  agriculture  in  the  United 

States  for  the  year  1852 695 

Remarks  upon  the  agricultural  table 696 

Statements  showing  the  number  of  manufacturing  establishments  in  the  United  States, 

amount  of  raw  materials  used,  capital  invested,  &c.,  according  to  census  of  1850 698 

Statement  exhibiting  the  value  of  domestic  produce  and  manufacture  exported  annually 

from  1821  to  1852;  also  the  value  per  capita ^. 699 

Statement  exhibiting  the  value  of  foreign  merchandise  imported,  re-exported,  and  con- 
sumed, annually,  from  1821  to  1851,  inclusive,  and  also  the  estimated  population  and 

rate  of  consumption,  per  capita,  during  the  same  period 701 

Total  imports  consumed  in  the  United  States  for  several  years 701 

Imports  and  exports,  and  tonnage  inward  and  outward,  of  the  principal  Atlantic  States, 

for  the  years  1825, 1840,  and  1851 703 

Noces  on  the  amount  and  tendency  of  Ohio  commerce 705 

Aggregates  of  the  receipts  in  leading  articles  of  domestic  produce  at  the  lake  and  river 

ports 707 

Table  of  exports  of  the  most  importaut  articles  of  domestic  produce  of  Ohio  for  1851..  709 

Exports  of  Cincinnati  for  1845  and  1850 710 

Table  of  manuiactures  in  Cincinnati  for  1840  and  1850 711 

Destination  of  principal  article  of  export  of  Cincinnati 711 

Specific  notice  of  Cincinnati 712 

Statement  of  imports  from  all  sources  for  five  years 713 

Statement  of  exports  from  Cincinnati  for  five  years 715 

Commercial  notice  of  Pittsburg,  Pennsylvania 710 

Comparative  statement  exhibiting  exports  by  canal  of  leading  articles  for  three  seasons.  720 

Comparative  statement  of  leading  articles  imported  to  Pittsburg  by  caual  for  three  years  721 

Imports  and  exports  at  Pittsburg  by  canals  for  1851 721 

Commercial  notice  of  Louisville,  Kentucky 723 

Its  growth,  population,  and  commerce 724 

Pork  business,  steamboats,  navigation,  and  manufactures 725 

Railroads 726 

Commercial  notice  of  St.  Louis,  Missouri 727 

Comparative  statement  of  principal  articles  landed  at  St.  Louis  during  six  years 729 

Table  exhibiting  the  number  and  tonnage  of  boats  arriving  at  St.  Louis  for  five  years. ..  729 

Statement  of  foreign  commerce  of  St.  Louis 730 

Steam  marine  of  the  interior 731 

Steam  marine  of  the  Mississippi  valley 733 

Tabular  statement  of  steamers  on  the  rivers 734 

Statements  showing  the  movement  of  passengers  in  the  interior 735 

Statements  of  the  niunber  of  boats  and  the  amount  of  tonnage  employed,  and  the  direction 

«t  several  centres  of  interior  commerce 738  to  740 

Statement  of  marine  losses  and  insurance  in  several  collection  districts  of  the  interior. . .  741 

Rise  and  progress  of  steam  marine  of  the  United  States 743 

Comparative  statement  showing  the  increase  of  steamboat  tonnage  on  the  Mississippi  and 

its  triibutaries  from  1842 1«  1852 744 

la 


\-4 


itiii  CONTEXTS. 

.-:'..    Page 

Comparative  itateraent  (bowing  the  increaao  of  iteamboat  tonnage  on  the  upper  lakea . .    745 
Statement  of  the  number  of  iteam  and  sail  Teuela  lost  on  the  lakea  and  riven  of  the 
interior  daring  the  year  1851 ,  with  the  cauie  and  manner  of  losa,  and  number  of  persons 

who  perished  thereby - 747 

Oeneral  averages  respecting  steam  marine  of  the  interior 749* 

Tabular  view  uf  the  entire  steam  marine  of  the  United  States 751 

Marine  disasters  on  the  wostem  waters  in  1852 ■• 753 

Commercial  notice  of  New  Orleans,  Louisiaua - 753 

Bemarks  by  William  L.  Hodge,  esq.,  on  the  commercial  advantages  of  New  Orleans  ...    754 
Table  exhibiting  the  value  of  the  principal  articles  imported  from  the  interior  into  New 

Orleans  at  several  periods 75# 

Statem*  nt  showing  the  value  of  exports  and  imports  at  New  Orleans,  annually,  from  1834 

to  1851,  inclusive 758 

Statement  of  the  receipts  on  account  ot  duties  coBected  at  New  Orleans  from  1835  to 

June30, 185S,  inclusive 758 

Statement  of  number  and  tonnage  of  American  and  foreign  vosmIs  employed  in  foreign 
trade  in  the  district  of  New  Orleans,  which  entered  and  cleared  annually  from  18S6  to 

1851,  inclusive 759- 

Commercial  notice  of  Mobile,  Alabama 766 

Statement  showing  the  exports  and  destination  of  cotton  from  tbe  port  of  Mobile  during 

the  last  ten  years < 761 

Statement  of  principal  imports  into  Mobile  for  five  years,  ending  August  31, 1858 762 

Statement  of  number  and  tonnage  of  vessels  employed  hi  foreign  trade  in  the  district  of 

Mobile,  which  entered  and  cleared  annually  from  1826  to  1851,  inclusive 769 

Introductory  notes  upon  the  geographical  and  commercial  position  of  Florida 764 

Letter  from  W,  L.  Hodge,  esq..  Assistant  Secretary  of  the  Treasury,  relative  to  the 

trade  of  American  ports  of  the  Gulf  of  Mexico 7613^ 

Letter  from  Hon.  £.  C.  Cabell,  relative  to  internal  improvements  and  general  resource! 

uf  Florida 770 

Tho  Gulf  of  Mexico  and  theStraitsof  florida..... 794 

The  cotton  crop  of  tho  United  States,  and  statistics  relating  thereto  ...^. ....... ......     80S> 

Talilef.  ; 

Imports  of  cotton  goods,  1852 ..-....,........,., 838[ 

Exports  of /or«t^  cotton  goods,  1852... 831^ 

Exports  of  raw  cotton,  1852 840 

Exports  of  domestic  cotton  goods,  1852 840 

Specification  oi foreign  cotton  goods  exportt'd  from  1821  to  1852 -. 849 

Specification  "of  domestic  cotton  goods  exported  from  1826  to  1852 843 

Specification  of  domestic  products  exported  from  1821  to  1852 844 

Total  domestic  produce  exported,  including  specie,  &e.,  since  1 821 845 

Specification  of  foreign  cotton  goods  imported,  and  total  exported  and  consumed,  from 

1821  to  1852 840 

BuHion  and  specie  imported  and  exported  since  1821 8481 

Statements  of  the  commerce  of  the  Atlantic  States  and  cities 849 

biaieuieui  oi"  the  value  of  oApoiis  aud  imiions  of  jiusuiu  uuii  Net*  Voik  fioiu  1G34  to 

1851 arj 

Expoits  and  imports  of  Philadelphia  and  Baltimore  from  1834  io  1^1...... .........  852 

i^o do of  Charleston 853 

Duties  received  at  Boston,  New  York,  Philadelphia,  and  Baltimore  from  1835  to  1852.!  854 
Statement  exhibiting  the  number  of  American  and  foreign  vessels,  and  their  tonnage, 
employed  in  foreign  trade  m  tbe  district  of  Boston,  which  entered  and  cleared  from 

1826  to  1851 __ gc& 

Statement  exhibiting  the  same  in  tbe  district  oif  New  York !."..".!! I  .*. i !.." Ill .'.'!!! !  856- 

Sunemeut  exmbiting  the  same  in  the  district  of  Fhilmleipuia '.  857 

Statement  exhibiting  the  same  in  the  district  of  Baltimore 853 

Statement  exhibiting  the  same  in  the  district  of  Portkmd W  85» 

^atement  exhibitinss  the  tonnage  employed  in  the  foreign  trade  of  the  United  States! ! '.  860 
Stwtement  exhibitmg  the  American  and  foreign  tonnage  entered  and  cleared  nt  ports 

of  the  United  States  from  1842  to  1851 862 

Statement  of  amount  of  tonnage  belonging  to  the  United  States'  from  1836  to  1852! ! !  !*  863 
Statement  exhibiting  the  number  and  tonnage  of  vessels  built  in  the  United  States,  an- 
nually, from  1836  to  1852 „ 7. ..                                               ««»tfm,  «u  ^^ 

Statement  showing  the  national  character  of  foreign 'vesVeirentered'Mddwred  at 
ports  in  the  United  States,  with  their  tonnage,  from  1842  to  1851 .     872 


Statement  exhibiting 

nually,  from  1836  to 
Exports  and  import!  of 
Statement  exhibiting  th 
Statement  exhibiting  th 
Statement  of  tonnage  e 
for  a  series  of  years. 
Statement  of  toimage  e 

series  of  years 

Inland  water  rontes,  wi 
Commercial  notices  of 
Statements  of  trade  of 
Statement  of  the  trade 
Internal  trade  uf  the  U 


CONTENTS, 


xi% 


749' 
761 
763 
753 
754 

75» 

758 

759 


Page 

Sutetnent  exhibiting  tlie  tverage  tonnage  of  Temela  bailt  in  the  United  Stetea,  an- 
nually, from  1836(0  1662 874 

Exporta  and  iinporta  of  the  principal  commercial  Stages  of  the  Union  for  aix  yeara H70 

Statement  exhibiting  the  vaiae  of  foreign  import*  into  the  principal  commercial  Statea . .  880 

Statement  exhibiting  the  value  of  domeitic  exportu  ft-om  the  principal  commercial  Statea.  881 
Statement  of  tonnage  entering  and  departing  tmta  the  United  Statea  to  foreign  oountriea 

for  a  lerieiof  feara 88S 

Statement  of  tonnage  entering  and  departing  from  northern  and  southern  Statea  for  a 

serioBof  yeara 884 

Inland  water  routea,  with  atatementa  of  the  tonnage  and  value  of  each 88G 

Commercial  notioea  of  Albany.  Troy,  and  Waterford 888 

Statementa  of  trade  of  New  Yorlt  canali  at  tide-water 800 

Statement  of  the  trade  of  the  Penmylvania  eanal*  at  tide-water 898 

Internal  trade  of  the  United  Statea  for  1853 90» 


m 


tl 


•■■»-f« 

^5? 


759- 
766 

761 


76» 
764 

7W 

7710 
794 

0O& 


838 
839' 
840 
840 

843 
8431 
844 
845 

840 
848 
849 


^•>j     ,hf.%iin 


«1W- 


I 
I 


i^M 


Sin :  The  under 
tlons  on  the  28th  Ji 
Senate  of  the  Unit 

"That  the  Seen 
to  the  Senate,  no 
pletc  statetnentH  of 
lean  colonies  with  i 
land  and  by  sen,  in 
he  can  pnKiire  of  i 

You  directed  his 
jects  embraced  in 
branches  of  niition 
submitted  to  you  it 
the  shortness  of  tin 

You  were  please 
tion  of  the  undersi] 
commercial  intcres 
receive  prompt  and 
tained  stioulcl  be  pr 

The  undersigned 
not  specified  in  his 
mane  to  the  spirit  o 
notice,  it  would  not 
sideration  of  the  go 

These  instruction 
as  to  the  colonial  r 
the  undersigned  to 
the  various  importt 
resolution  of  the  8t 

The  undersigned 
tainly  is  his  wish) 
briefest  manner  co 
tion  of  any  notice  ! 
be  remembered  thi] 
any  particular  Iocs 
but  various  and  im 
they  are  interwove 
that  they  bear,  in 
foreign  and  coastin 
tures,  and  upon  its 

In  directing  you 
important  so  far  as 
mark,  that  althouj 


INTRODUCTORY. 


Washington,  Avgust  19, 1853. 

8l»  J  The  undersigned  was  personally  honored  with  your  instruc- 
tions on  the  2Sth  July,  1801,  to  report  on  the  following  resolution  of  the 
Senate  of  the  United  States: 

**  That  the  Secretary  of  the  Treasurjr  be  requested  to  communicate 
to  the  Senate,  as  early  as  possible,  at  the  next  session,  full  and  com- 
plete statements  of  the  trncfe  and  commerce  of  the  Biitish  North  Amer- 
ican colonies  with  the  United  States,  and  other  parts  of  the  world,  on 
land  and  by  sen,  in  the  years  1850  and  1851,  with  such  information  as 
he  can  procure  of  the  trade  of  the  great  lakes." 

You  directed  his  attention  to  the  general  importance  of  all  the  sub- 
jects embraced  in  the  resolution,  their  intimate  relation  to  many 
branches  of  national  interest,  and  the  necessity  of  having  such  report 
submitted  to  you  in  tiie  most  correct  form,  and  as  full  and  detailed,  as 
the  shortness  of  time  would  permit. 

You  were  pleased,  also,  at  a  subsequent  period,  to  direct  the  atten- 
tion of  the  undersigned,  to  that  part  of  the  resolution  relating  to  the 
commercial  interests  of  the  great  lakes,  and  to  desire  that  it  should 
receive  prompt  and  careful  attention;  and  that  all  the  information  ob- 
tained stioulu  be  presented  in  tabular  statements. 

The  undersigned  was  likewise  informed  by  you,  that  if  any  subjects 
not  speciHed  in  his  instructions,  of  national  or  great  local  intei-est,  ger^ 
mane  to  the  spirit  of  the  resolution  of  the  Senate,  should  fall  under  his 
notice,  it  would  not  be  inappropriate  to  submit  the  samQ  for  the  cottr 
siderntion  of  the  government. 

These  instructions,  and  the  great  interest  now  generally  manifested 
as  to  the  colonial  and  lake  trade  of  the  United  States,  have  induced 
the  undersigned  to  give  careful  attention  to  each  distinctive  feature  of 
the  various  ituportant  subjects  involved  in  your  instructions  and  the 
resolution  of  the  Senate. 

The  undersigned  is  fully  aware  that  it  is  his  duty  (as  it  most  cer- 
tninly  is  his  wish)  to  notice  the  questions  under  consideration  in  the 
briefest  manner  consistent  with  their  proper  elucidation.  In  justifica- 
tion of  any  notice  that  may  be  considered  too  much  extended,  it  must 
be  remembered  that  the  weighty  matters  involved  are  not  confined  to 
any  particular  locality ;  that  they  affect  not  only  the  British  colonies, 
but  various  and  important  domestic  interests  of  the  United  States ;  that 
they  are  interwoven  with  all  the  elements  of  our  national  strength ; 
that  they  bear,  in  an  especial  manner,  upon  the  navigation  and  the 
foreign  and  coasting  trade  of  this  country,  upon  its  various  manufac- 
tures, and  upon  its  commerce  with  distant  nations. 

In  directing  your  attention  to  the  first  part  of  this  report,  the  most 
important  so  far  as  home  interests  are  concerned,  it  is  proper  to  re- 
mark, that  although  the  statements  as  to  the  internal  trade  of  the 
2 


f  S.  Doc.  112. 

United  Stiitrs  arc  fuller  tliiin  nny  l)cfi)re  prcscntrd  to  the  g<>Tcrnmca 
\n  tlii«  form,  and  such  m  could  only  Ikj  obtairird  by  great  lulxir 
and  exiM'nse,  thry  may  l>e  ndied  upon  a*  bcluft  generally  correct, 
Th«'V  have  been  collected  from  varif>us  sources,  ofticial  and  unoificinl; 
nnd'itisdue  to  the  public  to  state,  that  it  is  principally  owing  to  tlic 
ditterent  modes  of  conducting  the  inland  trade  of  the  country,  that  statixti 
cal  returns  of  an  ofticial  character  are  not  made  as  to  much  of  that  trade, 

The  returns  from  several  of  the  cuatoni-housc  districts  on  the  lake 
arc  very  creditable  to  the  collectors  by  whom  they  were  prepared 
while  the  returns  from  others  were  in  niany  respects  incorrect  {ind 
incomplete,  causing  loss  of  time  and  great  trouble  in  rectifying  aiu 
perfecting  them. 

The  necessity  for  a  well  organized  system,  in  order  to  obtain  "  a  cor 
rect  account"  of  the  lake  trade,  must  be  obvious.  The  want  of  a  liiw 
to  enforce  even  the  present  imperfect  system,  the  great  incicase  o 
business,  and  its  diversified  character  in  nearly  all  the  districts,  aiK 
the  limited  clerical  force  allowed  in  some  of  them,  are  all  causes 
difiiculty  in  obtaining  and  arranging  in  a  creditable  and  satisfuc 
toiy  manner,  full,  accurate,  and  entin'ly  intelligible  statistics  of  th( 
lake  trade,  and  of  the  general  internal  commerce  of  the  country. 

It  is  proper  also  to  state  that  the  embarrassments  now  existing,  vvi 
increase  in  a  corresponding  degree  with  the  certain  and  almost  incul 
culable  annual  increase  of  this  trade  and  commerce. 

This  ill-arranged  and  imperfect  system  of  managing  the  lake  tradi 
and  internal  commerce  of  tlie  country  is  presented  to  the  notice  of  th( 
government,  iim\  offered  as  im  apology  why  the  report  on  this  trad 
and  commerce  is.  not  more  worthy  the  high  imix>rtance  of  the  interest 
involved.  If  national  considerations  should  induce  a  desire  on  th( 
part  of  the  government  to  possess  other  reports  on  the  internal  tradi 
of  the  country,  it  will  be  necessiiry  to  provide  for  a  more  perfect  sys 
tem  of  statistical  returns  and  to  carry  it  out  by  legal  requirements. 

It  is  not  intended  to  suggest  that  any  novel  coercive  laws  should  l* 
adopted,  interfering  with  the  free  and  unrestricted  exchange  of  good 
and  productions  of  all  kinds  between  different  sections  of  the  countrv 
Free  commerce,  especially  internal  commerce,  unfettered  by  restraint 
originating  in  sectional  or  local  partialities,  or  prompted  by  like  selfis 
interests,  is  no  boon  fiom  any  government  to  the  people ;  it  is  unques 
tionably  their  natural  right.  There  can  be  no  doubt  that  a  systei 
might  be  easily  devised,  under  the  authority  of  the  Treasury  Depart 
ment,  which  would  meet  every  requirement  and  promote  the  interest 
of  this  trade. 

In  the  style,  character  and  completeness  of  our  statistical  reports,  v 
are  far  behind  other  countries,  and  no  authority  but  that  of  Congres 
can  supply  this  deficiency. 

The  public  eye  has  ever  been  steadily  fixed  on  the  foreign  con 
merce  of  the  country  as  the  right  arm  of  national  strength.  This  com 
merce  has  increased  so  rapidly,  and  the  trade  as  well  as  the  tariffs  hav 
been  so  greatly  changed,  that  new  arrangements  of  the  old  returns  ai 
demanded  to  enable  the  departmental  condensations  to  be  perfect  an 
readily  intelligible.  The  reports  on  commerce  and  navigation  nov 
give  the  total  tonnage  of  the  United  States,  but  do  not  state  the  chai 


octer  or  clnss  of  vr.os 
scarcely  second  to  ai 
compl<!to  statements 
the  Athmtic  sealK)urd 
annually,  and  these  ii 
and  thev  might  be  fu 
com^.rchensive  statist 
tion,  an(.  fi'^'intruishin 

If  is  projK^r  to  rema 
internid  and  coasting 
when  the  trade  was  ir 
created  law. 

In  the  discussions  w 
in  relation  to  great  p 
improvement  of  rivers 
ments  have  been  adduc 
in  others.  This  is  attt 
turns,  and  is  conceivet 
subject  to  the  attention 

In  the  •ibsence  of  sta 
ity,  the  value  of  works 
ance  can  be  placed  is 
braced  of  commending 
king  this  report,  the  pui 
"  De  Bow's  Review," 
Railroad  Journal,"  as  tl 
The  undersigned  is  f 
who  have  limited  mean 
the  lake  trade  has  been 
cases  approximations,  fi 
resorted  to;  but  that  is 
charge. 


The  basin  of  the  grei 
delineated  on  the  map  r 
features,  and  the  inHuei 
ments,  are  without  paral 
treasure ;  its  value  to  be 
phsiied,  than  by  what  ii 

The  attention  of  the 
interest  to  the  constant  r 
to  the  New.  In  former 
means  of  long  and  toils^ 
sent  age  have  multitud 
transferred  from  contine 
other,  by  such  means  a 
clipper  ships,  and  ocean 
genius  of  an  era  destim 
0/  enterprise  and  progress. 

That  portion  of  the  < 
basin  of  the  St.  Lawrei 
portion  of  our  country  o 


S.  Doc.  112. 


octcr  or  clnss  of  vpsacIs  romposiii^  tli*-  mrrcnntilc  marine  of  n  country 
sciirccly  srcorul  to  nny  in  the  world.  It  is  also  nucessiir}'  that  more 
cornplrto  statements  of  the  tinde  and  roinnirrrf*  of  the  gront  eities  of 
the  Athmtic  snalxiunl  and  on  the  (julf  si,  ><M  be  liiid  hetore  Congress 
annuallvi  »nd  these  iniprovvineiits  in  their  uuiti/zoment  could  he  made, 
and  thev  nii^^ht  be  fuller  in  detail  tlii*'i  those  liith*  rfo  submitted,  with 
com^Tehensivc  statistical  accounts  of  liir  roasting  trade  and  naviga- 
tion, nn(.  lio'iniruishirig  between  8l<!!imers  and  ')ther  vessels. 

It  is  projK^r  to  remark  that  the  present  arrangement  of  returns  of  the 
internal  nnd  coasting  trade  is  mostly  governed  by  the  law  of  1799, 
nw^  when  (he  trade  was  m  its  infancy,  and  commerce  received  rather  than 
created  law. 

In  the  discussions  which  have  taken  place  in  Congress,  of  late  years, 
in  relation  to  great  public  questions,  such  us  the  public  htnds,  or  the 
iinjirovement  ot  rivers  and  harbors,  the  nwst  meagre  statistictU  state- 
ments have  been  adduced  in  many  cases,  and  loose  hypotheses  assumed 
in  others.  This  is  atiribulable  to  the  abs*  nee  of  authentic  official  re- 
turns, nnd  is  conceived  to  be  a  justiticntion  (or  presuming  to  bring  this 
subject  to  the  attention  of  Congress  in  this  report. 

In  the  ibsence  of  statistical  statements,  published  by  national  author- 
ity, the  value  of  works  containing  statistical  returns  upon  which  reli- 
ance can  be  placed  is  greatly  enhanced;  nnd  this  opportunity  is  era- 
braced  of  commending,  as  one  source  of  valuable  intbrmation  in  ma- 
king this  report,  the  publications  called  "Hunt's  Merchants'  Magazine," 
"  De  Bow's  Review,"  the  '♦  Bankers'  Magazine,"  and  the  "  American 
Railroad  Journal,"  as  the  most  valuable  in  this  country. 

The  undersigned  is  fully  aware  of  its  having  beerl  asserted  by  those 
who  have  limited  means  of  forming  a  correct  opinion,  that  the  value  of 
the  lake  trade  has  been  every wliere  overstated.  It  is  true  that  in  some 
cases  approximations,  from  the  want  of  official  data,  are,  of  necessity, 
resorted  to;  but  that  is  not  the  fault  of  those  who  have  the  matter  in 
charge. 

The  basin  of  the  great  1  ikes,  and  of  the  river  St.  Lawrence,  is  fully 
delineated  on  the  map  attached  to  the  report  on  Canada.    Its  physical 
jinii features,  and  the  influence  it  must  exercise  on  future  moral  develop- 
isjments,  are  without  parallel  and  historical  precedent.     It  is  an  American 
treasure;  its  value  to  be  estimated  less  by  what  it  has  already  accom- 
teilplisiied,  than  by  what  it  must  achieve  in  its  progress. 
aril    The  attention  of  the  civilized  world  has  been  directed  with  great 
est|intere3t  to  the  constant  and  progressive  emigration  from  the  Old  World 
to  the  New.     In  former  times,  hordes  of  men  changed  their  country  by 
^  means  of  long  and  toilsome  journeys  by  land ;  but  never  until  the  pre- 
sent age  have  multitudes,  and,  in  some  instances,  communities,  been 
transferred  from  continent  to  continent,  and  from  one  hemisphere  to  the 
other,  by  such  means  as  are  now  afforded  in  the  New  York  packets 
clipper  ships,  and  ocean  steamers.     These  vehicles  but  represent  the 
genius  of  an  era  destined  in  future  times  to  be  designated  as  the  **age 
of  enterprise  and  progress.''^ 

That  portion  of  the  "Great  West"  at  the  •western  extreme  of  the 
basin  of  the  St.  Lawrence  has  received  a  larger  share  than  any  other 
portion  of  our  country  of  the  valuable  addition  to  our  natioaal  riches 


'Ct 

III 

tlwl 
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dc. 

ud 

iBdl 


cor 

;  0 
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s  (> 
t'uc 
th( 

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th( 

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rest 

thi 

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sys 

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)0( 


res 

on 
on 
lav 
lai 
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aai 


■:     'I 


'I 


arising 


S.  Doc.  112. 

n  the  industry,  intelligence,  and  wealth,  of  the  hundred*  of 
thousands  of  foreigners  who,  within  a  comparatively  brief  period,  li 
landed  upon  our  chores.  It  is,  therciiirc,  impossible  to  estimate  the 
enormous  and  continuous  accumulation  of  wealth,  having  its  basis  on  the 
ample  resources  and  natural  riches  o*"  that  great  western  region,  over 
which  the  star  of  American  empire  seems  now  to  rest. 

In  connexion  with  an  unequalled  increase  of  populiUion  in  the  Great 
West,  the  growth  of  the  hike  trade  has  been  so  extraordinary  and  so 
rapid,  that  but  lew  persons  are  cognizant  of  its  present  extent  and 
value. 

In  1841  the  gross  amount  of  the  lake  trade  was  sixty-five  millions 
of  dollars.  In  1S46  it  had  increased  to  one  hundred  and  twenty-five 
miUions.  In  1848,  according  to  the  estimate  of  Colonel  Abert,  of  the 
topographical  engineers,  the  value  of  the  commerce  of  the  lakes  was 
one  hundred  and  eighty-six  millions.  Owing  to  various  causes,  but 
particularly  to  the  great  influx  ofiijrcigners,  and  the  opening  ol  new  and 
extensive  lines  of  intercommunication,  it  has  recently  increased  still 
more  largely,  until,  in  1851,  it  amounted  to  more  than  three  hundred 
miUions.  And  these  estimates  do  not  include  the  value  of  the  propeuy 
constantly  changing  hands,  nor  has  any  notice  been  taken  of  the  cost  ot 
vessels,  or  the  profits  of  the  passenger  trade. 

It  is  not  within  the  scope  of  this  report,  nor  is  it  practicable  therein, 
to  attempt  a  full  exposition  of  the  trade  and  commerce  of  the  Mississippi, 
the  Missouri,  or  the  Ohio,  flowing  through  that  great  valley,  unsurpassed 
in  all  the  elements  of  wealth  by  any  region  in  this  or  the  Old  World. 
This  trade  and  commerce  is  worthy  of  the  particular  and  earnest 
attention  of  American  statesmen.  And  it  is  here  proper  to  state,  that  one 
great  cause  of  the  growth  of  the  lake  trade  is  the  fiict  that  a  cheap 
and  expeditious  route  from  the  Atlantic  to  the  Great  West  is  afibrdetl 
by  the  internal  communications,  by  railroads  and  canals,  opening  tlic 
way  through  the  great  lakes  and  through  the  AUcghanies,  instead  of 
being  restricted  to  the  rivers  fl(jwing  southward. 

The  following  facts  in  relation  to  the  trade  ot  the  Erie  canal  arc 
presented  as  confirming  the  above,  and  justifying  farther  and  full  ofli 
cial  investigation  as  to  the  entire  internal  trade  of  the  West:* 

In  1836  there  left  the  lakes  by  tlie  Erie  canal  for  tide-water,  30,82!) 
tons  of  wheat  and  flour.  In  ISQl  there  left  the  same  points,  on  the 
same  canal,  401,187  tons  of  similar  articles. 

In  1851  the  total  amount  of  wheat  and  flour  which  reached  fide 
water  by  the  New  York  canals,  was  457,024  tons;  showing  that  while 
between  the  lakes  and  tide- water  the  State  of  New  York  furnishcil 
S7,729  tons,  or  over  75  per  cent,  of  the  whole  quantity  delivered,  in 
1851  it  only  furnished  50,437  tons,  or  about  11  per  cent,  of  the  whole 


*  The  facts  hereinafter  stated  with  respect  to  the  trnde  and  commerce  of  the  Mississipiii 
aad  its  tributaries,  and  of  the  States  and  cities  on  their  shores,  and  on  the  Gulf  of  Mexico,  aiiJ 
connected  with  them,  are  hnportant  not  only  iu  regard  to  that  specitic  trade  aud  coninierci' 
but  for  their  relation  to  that  of  the  lakes  and,  inland,  by  cimal  and  railroad  to  the  Atlantic 
seaWwrd.  It  has  been  found  in  some  degree  necessary  to  refer  to  the  former  iu  full  tducida- 
tion  rf  the  latter.  The  greutrfnterests  of  the  southwestern  and  southern  States  demand,  how 
ever, «  fuller  and  more  perfect  notice  than  the  resolution  calling  for  this  report,  aud  limitinf 
it  to  otlier  sections',  will  allow  to  be  now  made. 


quantity,  the  remain: 
and  from  the  territoi 
The  total  tonnage 
canals  in  1836  was 
tolls  amounting  to  $ 
tons,  valued,  ascend 
amounting  to  S3,32i) 
The  traffic  on  the 
to  the  Atlantic,  has  s 
nation,  that  it  was  cr 
plete  without  a  propc 
found  attached  to  Pa 
thcnrincipal  Atlanti 
The  great  lakes 
zigzag  course.    The 
by  one  gmai  outlet 
opinions   that  may 
a  channel  of  commu 
nevertheless  certain 
in  pro[K)rtion  to  evei 
ment  of  the  country 
Stretching  down  i 
tion  of  a  comparat 
tending  far  into  the  t 
of  that  region,  Lai 
amination  of  the  m? 
report,  under  the  he 
the  great  lakes  for  a 
nent,  and  that  the  S 
There  are  those  w 
tionof  thcSt.Lawrer 
and  St.  Lawrence  c?i 
present  ingress  and 
extension  by  the  Bri 
use  of  Ijotli,  woukl 
of  that  river  which  wc 
hut  important  as  the 
Canadas,  and  especi; 
would  be  promoted 
that  such  anticipatio 
cities  would  be  ronliz 
flowing  down  th( 
would  !>(•  created  by 
Although  the  subj( 
which  follows  the  lii 
farther  notice.     Win 
the  West  l»y  canals, 
ra|)idity  under  the  cf 
quite  evident  that  pi 
acconunodation  on  tf 
already  rivalling  thai 


r 


S.  Doc.  112. 


f  t 


jirc 


quantity,  the  remaining  89  per  cent,  having  been  received  from  the  West, 
and  Irom  the  territory  of  Canada  on  the  lakes. 

The  total  tonnage  ascending  and  descending  on  all  the  New  York 
canals  in  1836  was  1,310,807  tons,  valued  at  $67,634,343,  and  paying 
tolls  amounting  to  $1,614,342;  vrhile  in  IP'jI  it  amounted  to  3,582,733 
tons,  valued,  ascending  and  descending,  at  $159,981,801,  paying  tolls 
amounting  to  $3,329,727. 

The  traffic  on  the  Erie  canal,  and  the  principal  routes  from  the  interior 
to  the  Atlantic,  has  such  an  important  relation  wiih  the  whole  trade  of  the 
nation,  that  it  was  conceived  that  this  part  of  the  report  would  be  incom- 
plete without  a  proper  reference  to  the  trade  of  such  routes ;  which  will  be 
found  attached  to  Part  IV,  with  a  reference  to  the  commerce  of  some  of 
thcprincipal  Atlantic  and  interior  ports  and  comparative  statements. 

The  great  lakes  are  not  a  straight  line  of  water,  but  present  a 
zigzag  course.  Their  surplus  waters  all  find  their  way  to  the  ocean 
by  one  gnvit  outlet,  the  noble  St.  Lawrence.  Notwithstfinding  the 
opinions  that  may  be  entertained  adverse  to  that  mighty  river  as 
a  channel  of  communication  between  the  West  and  the  Atlantic,  it  is 
nevertlieless  certain  to  be  more  used,  and  to  increase  in  importance, 
in  pro[K)rtion  to  eveiy  material  stride  in  the  prosperity  and  advance- 
ment of  the  country  bordering  on  the  lakes.  _ 

Stretching  down  into  New^  York,  as  if  ft)r  the  especial  accommoda- 
tion of  a  comparatively  southern  region,  is  Lake  Erie;  while  ex- 
tending far  into  the  regions  of  tlie  northwest,  to  meet  the  requirements 
of  that  region,  Lake  Superior  spreads  his  ample  waters.  An  ex- 
.nmination  of  the  map  prepared  by  Mr.  Keefer,  and  attached  to  this* 
report,  under  the  head  of  Canada,  will  prove  that  nature  has  provided 
the  great  lakes  for  all  the  different  and  distant  portions  of  this  conti- 
nent, and  that  the  St.  Lawrence  is  their  natural  outlet  to  the  sea^ 

There  are  those  who  maintain  that  the  improvement  of  the  naviga- 
tion of  the  St.  Lawrence,  and  the  widening  and  deepening  of  the  Welland 
and  St.  Lawrence  canals,  so  as  to  allow  vessels  of  a  larger  class  than  at 
present  ingress  and  egivss,  with  their  cargoes  to  the  ocean,  and  the 
extension  by  the  British  government,  to  the  United  States,  of  the  free 
use  of  both,  would  cause  a  commercitil  cit}'  to  grow  up  on  the  banks 
of  that  river  which  would  successful!}' rival  New  York  in  European  trade; 
but  itnpoitant  as  the  results  doubtless  would  be  to  the  interests  of  the 
Canadas,  and  (^specially  of  Lower  Canada,  and  greatly  as  those  interests 
would  be  promoted  by  such  measures,  there  is  little  cause  for  lielieving 
tliat  such  anticipations  of  injury  to  New  York  or  to  nny  of  our  Atlantic 
cities  would  be  realized.  Their  trade  would  not  be  decreased,  whilst  that 
flowing  down  the  new  outlet  would  be  increased.  New  resources 
would  be  created  by  tlK3  new  stimulants  thus  given. 

Although  the  suliject  of  harbors  has  been  referred  to  in  the  report 
which  follows  the  lake  trade,  yet  its  great  iniix»rtanee  demands  some 
farther  notice.  Whilo  the  commercial  connexion  between  the  East  and 
the  West  by  canals,  steamboats,  and  railroads,  is  increasing  with  such 
rapidity  under  the  combined  influence  of  enterjirise  and  neeesisity,  it  is 
quite  evident  that  provision  must  soon  be  made  for  adequate  harbor 
accouiinodation  on  the  lakes,  to  meet  the  necessities  of  their  commerce, 
aiready  rivalling  that  on  the  Atlautic. 


e^ 


S.  Doc.  11-2. 


It  is  a  remarkable  fact  that  there  are  but  few  natural  harbors  on  the 
lakes,  the  shores  differing  in  that  respect  from  the  seacoasts  of  the 
United  States,  and  of  the  northern  colonies,  which  are  amply  provided 
witli  the  finest  harbors. 

While  the  commerce  of  Chicago,  Buffiilo,  Oswego,  and  other  lake 
ports,  is  of  more  value  than  the  commerce  of  any  of  the  ports  on  the 
Atlantic,  except  New  Orleans,  Boston,  and  New  York,  the  harbors  of 
the  lake  ports,  even  whilst  their  commerce  is  yet  in  its  infancy,  are 
wholly  inadequate  to  the  number  of  vessels  already  on  the  lakes.  The 
numerous  disasters  in  consequence  of  the  insecurity  of  these  harbors, 
call  loudly  for  the  improvement  of  such  havens  as  can  be  made  secure 
and  convenient  by  artificial  means. 

The  commercial  and  navigating  interests  in  that  section  have  from 
the  outset  been  sensible  of  the  drawbacks  arising  from  the  absence  of 
security  to  life  and  property,  and  have  unceasingly  presented  their 
claims  for  the  artificial  improvement  of  their  harbors  to  the  considera- 
tion of  the  State  and  Federal  governments. 

At  a  public  meeting  held  at  Milwaukie,  in  1837,  with  reference  to 
the  improvement  of  harbors,  it  was  ^^Itcsokcd,  That  we  will  not  desist 
from  memorializing  and  petitioning  Congress,  and  presenting  our  just 
rights  and  claims,  until  we  have  finally  accomplished  our  object."  The 
spirit  ofihis  resolution,  it  cannot  be  doubted,  is  the  prevailing  senti- 
ment throughout  the  entire  West,  connected  by  its  trade  with  the  lakes. 

It  is  not  presumed,  in  any  part  of  this  report,  to  argue  the  question  of  the 
constitutionality  of  such  improvements  by  the  fedend  government;  but  it 
'us  unquestionably  due  to  that  great  interest,  and  to  the  preservation  of  life 
and  property,  to  state  that  a  great  and  pressing  necessity  exists  for  the 
construction  of  harbors  on  the  lakes  by  some  authority,  State  or  Fed- 
eral, and  by  some  means;  and  whether  these  should  be  public  or  pri- 
vate, enlightened  statesmen  must  decide.  The  work  should  be  done. 
If  the  government  of  the  United  States,  sustained  by  the  patriotic  affec- 
tion of  the  people,  is  restrniued  by  the  constitutional  compact  from  doing 
things  undeniably  needed  for  the  promotion  of  important  national  inter- 
ests and  the  security  of  its  citizens  and  their  property,  some  other  means 
of  relief  should  be  devised.  If  it  does  possess  adequate  constitutional 
power,  it  should  be  exercised. 

The  past  action  on  this  subject  has  paralyzed,  rather  than  aided, 
many  improvements.  Harbors  and  havens,  the  construction  of  which 
was  commenced  by  government,  have  not  been  completed,  and  are  in 
a  state  of  dilapidation;  and  while  the  public  have  waited  for  farther 
aid,  many  valuable  lives  and  great  amounts  of  property  have  been  lost. 
It  is  extremely  doub'ful  (even  if  there  were  sulhcient  local  wealth,  and 
if  we  could  allow  the  expectation  of  that  unity  of  action  in  the  vicinity 
of  the  lake  coast  necessaiy  to  secure  the  construction  of  any  one  of  the 
many  harbors  and  havens  their  lake  commence  now  so  absolutely  re- 
quires) whether  they  eould  ha  completed  without  Federal  aid. 

The  undersigned  begs  leave  to  call  the  attention  of  the  honorable 
Secretary  of  ihe  Treasury  to  the  necessity  of  having  marine  hospitals 
in  the  large  commercial  ports  ujM>n  the  lakes.  The  casualties  ot  that 
navigaticm  are  little  different  liom  those  f>f  the  sea ;  and  while  the  "fresh- 
water sailor"  conUibutes,  liom  his  monthly  wages,  to  the  same  "  hospital 


money,"  as  he  who 
mands  equal  expen( 

It  is  not  enough 
they  are  imperative 
of  these  ♦•  inland  s< 
cially  at  the  large 
Toledo,  Detroit,  C 
steam  and  sailing 
leading  commercia 
ing  vessels  and  stea 
ing  relief  from  sufFt 
now  often  let  out  on 
labor.    No  censure 
upon  them  by  the 
ought  not  to  contini 
vided  for  at  a  triflin 
more  than  the  mont 
lake  trade,  if  proper 

One  link  in  the  ci 

yet  to  be  supplied. 

canal  around  the  Ft 

a  navigation  of  full} 

interrupted  sweep  o 

thousand  s([uare  mil 

resources.     They  n 

tinent.     The  inexha 

Superior  will  then  h 

touched,  much  less 

ture  has  developed  ; 

waters.      Its   coppe 

the  world,  furnishi 

sixty  tons,  supply  h 

years  since,  the  exis 

mines  near  the  shor( 

in  extent,  and  equal 

dieted  by  acute  met 

veloped,  will  one  df 

While  we  behold 

idence  has  showere 

the  interior  from  th 

pride  to  achievemei 

surate  in  grandeur  1 

country  and  the  wo 

to  the  conception  ol 

quate  use  and  enjoyi 

finished  by    the  Ci 

Lake  Champlain  h 

successful  improver 

terprise  and  nation; 

shall  be  constructed 

son  river — and  con 


S.  Doc,  112.  7 

money,"  as  he  who  "  goes  down  upon  the  great  deep,"  equal  justice  de- 
mands equal  expenditure  for  the  benefit  of  both. 

It  is  not  enough  to  say  that  these  hospitals  would  be  beneficial ; 
they  are  imperatively  demanded'by  the  mariners  and  the  ship-owners 
of  these  "inland  seas."  There  is  every  year  much  suffi3ring,  espe- 
cially at  the  large  towns  of  Buffalo,  Oswego,  Cleveland,  Sandusky, 
Toledo,  Detroit,  Chicago,  and  Milwaukie,  all  of  which  have  a  large 
steam  and  sailing  marine,  and  are  rapidly  taking  rank  among  our 
leading  commercial  cities.  At  these  ports  a  large  number  of  sail- 
ing vessels  and  steamers  pass  the  winter ;  the  number  of  saiWs  need- 
ing relief  from  suffering  is  thus  increased.  Some  of  these  sai'^rs  are 
now  often  let  out  on  hire,  by  the  collectors  of  customs,  to  those  wanting 
labor.  No  censure  is  intended  of  those  officers :  such  course  is  forced 
upon  them  by  the  necessities  of  the  case,  but  such  a  state  of  things 
ought  not  to  continue.  That  these  seamen  could  be  comfortably  pro- 
vided for  at  a  trifling  cost  to  the  government,  by  the  expenditure  of  no 
more  than  the  montlily  contributions  received  from  those  engaged  in  the 
lake  trade,  if  proper  hospitals  were  erected,  cannot  be  doubted. 

One  link  in  the  chain  of  communication  through  the  great  lakes  is 
yet  to  be  supplied.  This  will  be  effected  by  the  construction  of  a  ship 
canal  around  the  Falls  of  St.  Mary,  which  will  open  to  the  lower  lakes 
a  navigation  of  fully  a  thousand  miles.  Our  shipping  will  have  an  un- 
interrupted sweep  over  waters,  which  drain  more  than  three  hundred 
thousand  S(|uare  miles  of  a  region  abounding  in  mineral  and  agricultural 
resources.  They  may  be  water-borne  nearly  half  way  across  the  con- 
tinent. The  inexhaustible  elements  of  wealth  on  the  shores  of  Lake 
Superior  will  then  become  available.  These,  as  yet,  have  hardly  been 
touched,  much  less  appreciated.  Its  fisheries  are  exhaustless.  Na- 
ture has  developed  its  mineral  treasures  upon  a  scale  as  grand  as  its 
waters.  Its  copper  mines,  the  most  extensive  and  productive  in 
the  world,  furnishing  single  masses  of  the  unparalleled  weight  of 
sixty  tons,  supply  half  of  our  consumption,  from  localities  where,  ten 
years  since,  the  existence  of  a  single  vein  was  unknowru  The  iron 
mines  near  the  shores  of  this  lake  surpass  those  of  Sweden  or  Russia 
in  extent,  and  equal  them  in  the  excellence  of  iheir  material.  It  is  pre- 
dicted by  acute  metallurgists  that  its  silver  mines,  though  as  yet  unde- 
veloped, will  one  day  vie  with  those  of  Mexico. 

While  we  behold  with  wonder  the  munificence  of  the  gifts  which  Prov- 
idence has  showered  upon  this  extensive  region,  thousands  of  miles  in 
the  interior  from  the  ocean,  we  may  also  look  forward  with  hopeful 
pride  to  achievements  in  art,  and  to  commercial  enterprise,  commen- 
surate in  grandeur  to  those  gifts,  for  their  distribution  throughout  our 
country  and  the  world.  Reflection  upon  these  bounteous  gifts  leads  us 
to  the  conception  of  the  means  necessary  to  be  adopted  f()r  their  ade- 
quate use  and  enjoyment.  When  the  Caughnawaga  canal  shall  have  been 
finished  by  the  Canadian  government,  uniting  the  St.  Lawrence  and 
Lake  Champlain  by  a  ship  canal,  thus  completing  the  judicious  and 
successful  improvements  on  the  St.  L.awrence,  so  creditable  to  the  en- 
terprise and  national  views  of  that  government ;  and  when  a  ship  canal 
shall  be  constructed  from  Champlain,  by  way  of  Whitehall,  to  the  Hud- 
son river — and  comiiurcifil  necessities  will  not  be  satisfied  with  less — 


■?■ 


hi 


S.  Doc.  112. 


m 


Mr 
II 


r 


when  the  waters  of  Superior  thus  flow  iqto  the  Hudson,  and  the  ship- 
ping of  New  York  can  tou(;h  upon  the  plain  in  which,  with  their  branches 
interlocking,  the  MissisRippi  and  the, St.  Lawrence  both  have  their 
origin,  it  will  be  a  stride  equivalent  to  centuries  for  the  nation.  A 
boundless  field  of  commerce,  and  a  vast  expansion  of  transportation, 
will  thereby  be  opened,  and  a  development  of  wealth,  such  as  the 
world  hae  never  witnessed,  affinded. 

The  commercial  results  anticipated  will  not  alone  belong  to  those 
whose  labor  and  enterprise  may  primarily  cfl'ect  them.  Commerce,  ex- 
ternal and  internal,  by  stcnimships  on  the  ocean  or  on  the  lakes,  by  rail- 
roads over,  or  canals  through,  the  land,  is  the  advance  guard  of 
civilization.  Whenever  true  commerce  receives  any  new  impulse,  its 
beneficial  eflfccts  accrue  not  only  to  the  country  from  which  it  springs, 
but  to  the  world.  Its  advancement  is  tlierefore  one  of  the  highest 
duties  not  only  of  enlightened  statesmanship,  but  of  philanthropy. 

Although  this  report  may  have  been  elaborated  more  than  might 
seem  to  have  been  designed  by  the  resolutions  or  instructions  under 
which  it  has  been  prepared,  it  is  believed  that  no  apology  is  necessary 
for  thus  devoting  a  few  pages  to  the  evidences  of  the  rising  wealth  of 
this  broad  empire.  So  complete  is  the  dependence  of  one  section  of 
the  country  upon  another — so  varied  are  the  productions  furnished  in 
the  different  degrees  of  latitude  embraced  witnin  the  present  bounds 
of  the  confederacv,  and  yet  so  admirably  are  the  channels  for  trans- 
portation supplied  by  nature  and  art,  that  the  prosperity  of  each  sec- 
tion overflows  into  the  other.  This  diffusion  of  prosperity,  produced 
by  community  of  interests  and  sympathies,  freedom  of  trade  and 
mutual  dependence,  is  a  sure  pledge  that  our  poHtical  union  can  never 
be  broken. 

The  undersigned  is  not  without  hope  that  the  facts  presented  in  this 
report  may  tend  to  pn)rnote  the  struggling  railroad  interests  of  the 
West.  That  section  needs  capital,  and  greater  faeilitics  for  transport- 
ation; the  former  creating  tin;  latter.  The  magnificent  systems  of  mil- 
roads  in  course  of  construction,  or  pro^'cted,  for  the  transportation  of 
various  productions  from  the  country  bordering  on  the  Mississippi,  so 
far  south  as  St.  Louis,  must  become  important  channels  of  trade.    The 

Eolitical  and  moral  benefit  of  railroads,  as  bands  of  union  and  harmony 
etwcen  the  different  sections  of  this  broad  empire,  can  only  be 
measured  by  our  jxisterity. 

•  The  securities  issued  the  United  States  and  on  account  of  many  of 
the  railroads  projected  and  in  pn^cess  of  construction  in  the  West.'are 
seeking  a  market  '.mong  the  cjipitalists  throughout  the  world.  Ignor- 
ance of  the  re«)ur(;e8  of  the  country  which  will  support  the  roads,  and 
of  the  progress  of  the  regions  througli  which  they  pass,  causes  the  de- 
pression of  these  stocks  far  below  their  value.  The  large  amount  of 
money,  required  to  complete  the  works  already  contemplated,  makes  it 
a  matter  of  high  impfMtance,  wfiich  has  not  been  lost  sight  of  in  this 
report,  that  such  information  should  be  given  to  the  financial  world  as 
may  remove  some  of  the  obstacles  encountered  by  the  great  interests 
of  the  West,  owing  to  ignorance  of  their  true  condition  and  resources 
which  prevails  in  the  money  markets  of  Europe. 


This  ignorance  li 
portion  of  our  count 
roads  can  be  built,  i 
the  latter,  living  ne 
coast,  where  alone 
ciate  the  necessity  e 
Commerce  depends 
forded  as  its  outlets 
natural  routes,  whic 
Modern  commerc 
expense,  artificial  c 
that  such  channels 
routes ;  for  the  rea 
merce  is  between 
turin^  districts,  wh 
Mississippi  and  the 
Iowa,  following  its  r 
Detroit,  and  tollowi 
influence  of  artific 
Philadelphia,  Bostc 
These  are  the  fa 
artificial  lines  of  ( 
road.  Western  railr 
Ohio  railroad,  the  1 
gress  for  connecting 
the  South  Carolina 
roads  and  canals  a 
Many  portions  ol 
which  to  forward  tl 
of  commerce.     Th 
of  the  cost  of  trans 
in  the  central  portl 
the  spot,  command 
markets  on  the  Atl 
This  difference 
sumption,  is  owinc 
of  local  as  well  ai 
sources,  and  to  the 
merce.    Efforts  to 
are  now  engrossii 
We  have  already 
have  at  least  ihirie 


*  From  Now  Orleans 


"  Quebec  to  Bi 

"  "        to  N 

"  «»        to  P 

"  "        to  B 

"  «»        to  N 


S.  Doc.  112. 


)  I 


This  ignorance  is  not  confined  to  foreigners,  but  exists  among  a 
portion  of  our  countrymen.  The  former  cannot  understand  how  rail- 
roads can  be  built,  and  made  to  pay,  in  comparatively  new  countries: 
the  latter,  living  near  the  banks  of  great  nvers,  and  on  the  Atlantic 
coast,  where  alone  surplus  capital,  as  yet,  abounds,  cannot  appre- 
ciate the  necessity  existmg  for  the  constant  creation  of  these  iron  lines. 
Commerce  depends  for  its  existence  and  extension  upon  channels  nt- 
forded  as  its  outlets.  Primarily  it  follows  what  may  be  termed  the 
natural  routes,  which  are  often  not  convenient  ones. 

Modern  commerce  has  sought,  and  is  constantly  creating,  at  grent 
expense,  artificial  channels ;  and  this  is  so  true  of  the  United  States, 
that  such  channels  have,  in  a  great  degree,  superseded  the  natural 
routes;  for  the  reason  that  the  direction  of  American  internal  com- 
merce is  between  the  agricultural^  and  the  commercial  and  maimfac- 
turin^  districts,  which  are  not  connected  by  the  two  great  outlets,  the 
Mississippi  and  the  St.  Lawrence  rivers.  Produce  leaving  Burlington, 
Iowa,  following  its  natural  outlet,  is  landed  at  New  Orleans;  or,  leaving 
Detroit,  and  tollowing  its  natural  course,  at  Quebec.  By  the  changing 
influence  of  artificial  channels,  it  is  now  easily  borne  to  New  York, 
Philadelphia,  Boston,  or  Baltimore.* 

These  are  the  facts  which  give  so  great  consequence  to  the  leading 
artificial  lines  of  communication,  such  as  the  Erie  canal,  Erie  rail- 
road. Western  railroad,  the  Pennsylvania  railroad,  the  Baltimore  and 
Ohio  railroad,  the  Mobile  and  Ohio  railroad,  the  Virginia  works  in  pro- 
gress for  cotmecting  the  seaboard  of  that  State  with  the  western  States ; 
the  South  Carolina  railroad ;  the  several  works  in  Georgia,  and  other 
roads  and  canals  alluded  to  in  the  report. 

Many  portions  of  the  country  are  without  even  natural  outlets,  by 
which  to  forward  their  products  to  the  great  leading  or  national  routes 
of  commerce.  Their  products  are  comparatively  valueless,  on  account 
of  the  cost  of  transportation  to  market.  The  wheat  and  com  grown 
in  the  central  portions  of  Kentucky,  Illinois,  and  Missouri,  will  not,  on 
the  spot,  command  one  quarter  their  value  in  New  York  or  the  other 
markets  on  the  Atlantic  coast. 

This  difference  in  value,  between  the  points  of  production  and  con- 
sumption, is  owing  to  the  cost  of  transportation.  Hence  the  necessity 
of  local  as  well  as  national  channels  to  the  development  of  our  re- 
sources, and  to  the  further  creation  and  wider  extension  of  inland  com- 
merce. Efforts  to  construct  channels  of  commerce  suited  to  its  wants 
are  now  engrossing  the  energies  and  capital  of  the  whole  country. 
We  have  already  constructed  thirteen  thousand  miles  of  railroads,  and 
have  at  least  thirteen  thousand  more  in  progress.    Our  roads  completed 

*  From  New  Orleans  to  New  York 4,290  miles. 

"         to  Philadelphia 4,054  " 

"         toBaltimoro 3,648  " 

"  "         toBoston 4,898  " 

"    Quebec  to  Boston 2,696  " 

toNewYork 3,304  " 

to  Philadelphia 3,540  " 

"        "        toBaltimore 3,976  " 

"       "       toNewOrleana 7,594  " 


10 


S.  Doc.  112. 


have  cost  four  hundred  millions;  those  in  progress  will  cost  at  least 
two  hundred  and  sixty  millions  more — making  an  aggregate  of  six 
hundred  and  sixty  millions.  These  roacis  are  indispensable  to  keep 
alive  and  develop  the  industry  ot  the  country. 

The  cost  of  these  roads  will  not  be  less  than  twenty  thousand  dollars 
per  mile,  requiring  an  annual  outlay  of  about  eighty  millions  lor  works 
in  progress. 

The  capital  of  the  country  is  not  equal  to  this  demand,  without 
creating  embarrnssment  in  the  ordinary  channels  of  business;  and 
unless  wc  c.nn  avail  ourselves  of  foreign  capital,  a  portion  of  our  works 
will  be  retarded,  or  we  shall  be  involved  in  financial  trouble. 

We  could  borrow  from  England,  Holland,  and  France,  at  compara- 
tively low  rates,  the  money  needed  for  our  works ;  and  it  is  believed 
by  statesmen  that  by  a  judicious  extension  of  our  commerce  with 
other  piirts  of  Europe  to  which  hitherto  less  attention  has  been  paid 
than  it  tieserves,  inducements  could  be  created  for  the  investment  of  a 
portion  of  their  large  surplus  capital  in  profitable  works  of  internal 
improvement  in  this  country,  yielding  high  rates  of  interest,  provided 
the  foreign  capitalists  could  be  made  to  fully  understand  our  condition, 
the  necessity  that  exists  for  these  works,  and  the  prospect  of  their  yield- 
ing a  remunerating  traffic.  As  it  is,  our  works  are  mainly  carried  on 
by  aid  of  foreign  capital;  but  we  have  to  pay,  at  times,  exorbitant  rates 
for  the  use  of  money,  simply  because  so  little  is  known  of  the  ob- 
jects, value,  and  productiveness  of  our  works. 

One  course  adopted  by  many  of  those  who  are  constructing  the  roads 
in  progress  is  to  raise  money  upon  what  are  called  road  bonds.  These 
bonds  are  based  upon  the  whole  cost  of  the  road,  and  are  consequently 
perfectly  sale  investments.  They  are,  notwithstanding,  sold,  on  an 
average,  as  low  as  85  or  87  cents  on  the  dollar,  and  the  capitalist  is 
alone  benefited  by  the  advance. 

One  object  which  the  undersigned  has  had  in  \4ew  in  the  preparation 
of  this  report,  is  to  diffuse  information  that  will  secure  an  active 
demand  for  our  sound  securities  at  the  best  rates,  so  that  the  public- 
spirited  companies  who  are  struggUng  under  heavy  burdens  may  receive 
what  their  securities  are  actually  worth,  and  may  not  be  compelled  to 
heavy  sacrifices.  Our  companies  during  the  present  year  will  be  bor- 
rowers in  the  market  for  fifty  millions,  to  be  raised,  in  a  great  degree,  on 
these  railroad  bonds.  This  amount  will  be  borrowed  mostly  from  Eu- 
ropean capitalists,  at  a  discount  of  12  to  15  per  cent.,  making  an  aggre- 
gate loss  of  six  to  seven  millions. 

These  bonds  bear  7  per  cent,  interest.  The  above  discount  brings 
the  rale  of  interest  on  a  bond  having  ten  years  to  run  to  about  8J  per 
cent,  per  annum. 

These  bonds  arc  sold  at  the  above  rates,  because  so  Iji  Jo  is  known 
of  the  projects,  or  of  the  real  strength  of  the  country.  The  purchasers 
demand  a  premium  in  the  nature  of  insurance,  and  as  soon  as  it  is  fiiund 
there  is  no  risk  they  demand  and  receive  a  premium  equal  to  a  perfect 
security. 

Jt  is  no  part  of  this  report  to  advocate,  in  any  way  whatever,  any 
particular  railroad,  or  any  particular  route  of  commerce ;  but  in 
view  of  the  unquestionable  necessity  that  exists  for  more  knowledge 


on  these  points,  botl 
surprising  fact  that  i 
information  in  refel 
light  upon  the  subjej 
far  as  possible,  the  f 
of  time  allowed,  ancj 
the  work  much  Ic^ 
companying  report 
prepared  with  the  al 
American  Railroad  I 
reference  has  been] 
only  to  the  railroad 
at  this  period  to  An 
The  undersigned] 
as  illustrated  in  tliij 
For  the  last  few  cei 
maritime  commerce 
path  to  the  East  In< 
the  great  maritime 
an  eloquent  Americ 
the  coasts,  or  was 
lects,  of  choice,  the 
"The  three  anc 
their  intercourse  w 
on  Lake  Erie — a  c( 
transactions  was  m 
and  camels.    But 
sea;  for  camels,  m 
Our  lime  preset 
trade  resumes  in 
Uvails  itself  of  lak< 
tales  the  former  fo 
steamboats;  for  fi( 
railroads.    Upont^ 
is  the  surest  four 
philosophical  hist 
most  easily,  and  t 
rivers  running  th 
streams  facilitate 
at  home,  which  \ 
dation  of  national 
of  the  latter  dcp 
and  relations,  wl 
merce,  being  the 
itself." 


S.  Doc.  112. 


11 


on  these  points,  both  at  home  and  abroad — in  view  of  the  somewhat 
surprising  fact  that  we  have  no  published  documents  which  contain  any 
information  in  reference  to  our  pubhc  works,  calcuhited  to  throw 
light  upon  the  subject,  the  undersigned  has  felt  it  his  duty  to  meet,  as 
far  as  possible,  the  wants  of  that  great  interest,  although  the  shortness 
of  time  allowed,  and  the  difficulty  of  obtainmg  materials,  has  rendered 
the  work  much  less  perfect  than  he  could  have  wished.  The  ac- 
companying report  on  the  railroads  and  canals  of  the  United  Slates, 
prepared  with  the  assistance  of  Mr.  Henry  V.  Poor,  the  editor  of  the 
American  Railroad  Journal,  New  York,  wuh  his  map  annexed,  to  which 
reference  has  been  made,  may,  it  is  hoped,  prove  to  be  of  value  not 
only  to  the  railroad  interest,  but  to  the  country  generally,  and  important 
at  this  period  to  American  and  European  capitalists. 

The  undersigned  conceives  that  the  position  of  our  internal  commerce, 
as  illustrated  in  this  report,  may  well  be  a  subject  of  national  pride. 
For  the  last  few  centuries,  the  attention  of  the  world  has  been  given  to 
maritime  commerce,  created  by  the  discovery  ot  America  and  the  ocean 
path  to  the  Esist  Indies.  The  world  entered  upon  a  new  epoch  when 
the  great  maritime  powers  struggled  for  dominion  on  the  hign  seas.  As 
an  eloquent  American  writer*  has  said :  "  Ancient  navigation  kept  near 
the  coasts,  or  was  but  a  passage  from  isle  to  isle ;  commerce  now  se- 
lects, of  choice,  the  boundless  deep. 

"  The  three  ancient  continents  were  divided  by  no  wide  seas,  and 
their  intercourse  was  chiefly  by  land.  Their  voyages  were  like  ours 
on  Lake  Erie — a  continuance  of  internal  trade.  The  vastness  of  their 
transactions  was  measured  not  by  tonnage,  but  by  counting  caravans 
and  camels.  But  now,  for  the  wilderness,  commerce  substitutes  the 
sea ;  for  camels,  merchantmen ;  for  caravans,  fleets  and  convoys." 

Our  time  presents  another  epoch  in  commercial  history.  Internal 
trade  resumes  in  this  country  its  ancient  dominion.  Commerce  now 
avails  itself  of  lakes  and  rivers,  as  well  as  of  the  sea,  and  often  substi- 
tutes the  former  for  the  latter.  For  merchantmen,  it  now  substitutes 
steamboats;  for  fleets  and  convoys,  canal  boats  and  freight  trains  on 
railroads.  Upon  this  commerce  that  of  the  sea  depends.  Its  prosperity 
is  the  surest  foundation  of  national  power.  As  has  been  saiu  by  a 
philosopliical  historian.t  "An  extensive  and  lively  commerce  would 
most  easily,  and  therefore  the  soonest,  be  found  on  the  banks  of  large 
rivers  running  through  countries  rich  in  natural  productions.  Such 
streams  facilitate  the  intercourse  of  the  inhabitants ;  and  a  lively  trade 
at  home,  which  promotes  national  industry,  is  alwfiys  the  surest  foun- 
dation of  national  wealth,  and  consequently  of  foreign  trade.  The  course 
of  the  latter  depends  in  a  great  measure  upon  exterior  circumstances 
and  relations,  which  cannot  always  be  controlled ;  but  internal  com- 
merce, being  the  sole  work  of  the  nation,  only  declines  with  the  nation 
itself." 


t' 


*  Bancroft. 


t  Hceren. 


12 


S.  Doc.  112. 


I: 


i 


THE  TRADE,  COMilERCE,  AND  NAVIGATION  OF  THE  BRITISH  NORTH  AMER- 

ICAN  COLONIES. 

In  conformity  with  your  personal  directions,  and  pursuant  to  your 
written  instructions,  the  uncfersigned  has  diligently  prosecuted  certain 
inquiries  with  reference  to  the  British  North  American  colonies,  n^ore 
especially  as  reg.irds  their  foreign,  internal,  and  intercolonial  trade, 
their  commerce  and  naviiQration,  and  their  fisheries.  Having  procured 
some  new  and  special  information  on  these  several  points,  of  much  in- 
terest to  citizens  of  the  United  States,  he  submits  the  same  without 
delay,  in  the  briefest  possible  form,  to  the  consideration  of  the  gov- 
ernment. 

Since  his  appointment  as  consul  at  St.  John,  New  Brunswick,  in  1843, 
the  undersigned  has  had  the  honor,  on  several  occasions,  of  calling  the 
attention  of  government  to  the  extent,  value,  and  importance  of  the 
trade  and  navigation  of  the  British  North  American  colonies,  and  of 
pointing  out  the  necessity  of  action  on  the  part  of  the  general  govern- 
ment, to  meet  the  important  commercial  changes  which  have  taken 
place  within  the  last  few  years.  He  has  also  had  the  honor  of  sug- 
gesting the  necessity  of  wise  and  liberal  legislation  in  relation  to  this 
important  and  valuable  trade,  with  the  view  of  securing  its  profits 
and  advantages  to  citizens  of  the  United  States,  in  whose  immediate 
neighborhood  it  exists,  and  to  whom,  under  a  fair  and  equal  system  of 
commercial  intercourse,  it  may  be  said  to  appertain. 

In  the  beginning  portion  of  this  report,  the  undersized  has  replied 
to  one  part  of  the  resolution  of  the  Senate  in  relation  to  the  trade 
and  commerce  of  the  great  lakes;  and  in  the  latter  portion  he  has 
the  honor  to  submit  a  number  of  documents  and  statistical  returns  in 
relation  to  the  British  North  American  colonies,  made  up  to  the  latest 
possible  moment.  He  most  respectfully,  but  earnestly,  solicits  the  atten- 
tion of  the  government,  and  of  tlie  whole  commercial  community,  to  the' 
documents  and  returns  herewith  submitted,  and  requests  a  ptu"ticular 
examination  of  the  separate  reports  on  each  colony  respectively,  and 
of  the  special  reports  on  the  British  colonial  and  French  fisheries  of 
North  America;  which,  at  this  time,  will  be  found  to  possess  much  in- 
terest. 

The  undersigned  also  invites  particular  attention  to  the  sketch  of  the 
early  history,  and  present  state  of  our  knowledge  of  the  geologj',  min- 
eralogy, and  topography,  of  Nova  Scotia  and  New  Brunswick,  pre- 
pared express!}'  for  this  report  by  one  of  our  most  distinguished  geolo- 
gists, Dr.  Charles  T.  Jackson,  who,  in  conjunction  with  Mr.  Alger,  of 
Boston,  first  brought  to  public  notice  the  important  mineral  resources 
of  these  provinces. 

That  full  confidence  may  be  placed  in  the  statements  relating  to 
trade  and  commerce  of  the  colonies  embraced  in  this  report,  it  may  be 
proper  to  state  that  each  colony  has  been  visited — the  three  following: 
Canada,  Nova  Scotia,  and  New  Brunswick — several  times  in  person  by 
the  undersigned,  and  that  the  returns  have  been  carefully  compiled  not 
only  from  official  documents,  but  from  trustworthj'  private  resources ; 
and  in  this  connexion  the  undersigned  gratefully  expresses  his  obligations 


to  Thomas  C.Keefi 
resources,  trade,  an 
Tlie  possessions 
West  India  Island 
Canada  West,  the 
Scotia,  which  mclu 
of    Newfoundland 
wide-spread  region 
position  on  the  1  a/ 
Company,  extc-ndii 
em  bounds  of  Can 

by  Russia. 

These  possessio 

ficies,   which  exc 
comprise  a  tcrntc 
manifold  advanta^ 
sideration.    But 
territorial  extent  1 
great  capabilities 
merce  is  eusceptil 
tion  and  settlemf-i 
The   British   T 
and  documents  v 
but  a  small  por 
the  British  posst^j 
of  country,  as  wi 

urea : 

Canada  East,  (a> 

Canada  West .  - 

New  Brunswick 
Nova  Scotia  (pr< 
Cape  Breton.. 

Newfoundland . 
Prince  Edward 

Total  ai 


In  ISnO  the 
souls.  The  c 
followmg  as  tli 
Canada,  East 
]Scw  BrunswK 
Nova  Scotia  a 
Newfoundland 
Prince  Edwai 

Total 


S.  Doc.  112.  13 

to  Thomas  C.  Kerfer,  esq.,  Montreal,  for  his  contributions  respecting  the 
resources,  trade,  and  commerce  of  Canada. 

The  possessions  ot'(jreat  Britain  in  North  America,  exchisivc  of  the 
West  India  Ishmds,  are,  the  united  provinces  of  Canada  East  and 
Canada  West,  the  province  of  New  Brunswick,  the  province  of  Nova 
Bcotia,  which  includes  the  island  of  Cape  Breton,  the  ishuid  colonies 
of  Newfoundland  and  Prince  Edwjird  Island,  Lubrador,  and  the 
wide-spread  region  (including  Vancouver's  Island,  the  most  important 
position  on  the  Pacific  ocean)  under  the  control  of  the  Hudson's  Bay 
Company,  extending  from  Labrador  to  the  Pacific,  and  from  the  north- 
ern bounds  of  Canada  to  the  Arctic  ocean,  except  the  districts  claimed 
by  Russia. 

These  possessions,  viewed  merely  with  reference  to  their  vast  super- 
ficies, which  exceeds  four  millions  of  gcograpiiical  S([uare  miles, 
comprise  a  territory  of  great  importance,  more  especially  when  the 
manifold  advantages  of  their  geographical  position  are  taken  into  con- 
sideration. But  their  importance  should  be  estimated  less  by  their 
territorial  extent  than  by  the  numerous  resources  they  contain ;  their 
great  c;ipabilities  for  improvement;  the  increase  of  which  their  com- 
merce is  susceptible ;  and  the  extensive  field  they  present  for  coloniza- 
tion and  settlement. 

The  British  North  American  provinces,  to  which  these  reports 
and  documents  are  more  especially  confined,  occupy  comparatively 
but  a  small  portion  of  the  aggregate  superfici<-'s  of  the  whole  of 
the  British  possessions  on  this  continent ;  yet  they  cover  a  wide  extent 
of  country,  as  will  be  perceived  by  the  following  statement  of  their 
area : 

Canada  East,  (acres) 12S,Go9,6S0 

Canada  West 31,74o,5:39 

100,405,219 

New  Brunswick 22,000,000 

Nova,  .^cotia  (proper) 9,534,190 

Cape  Breton 2,000,000 

11,534,190 

Newfoundland 23,040,000 

Prince  Edward  Island 1,300,000 

Totfil  area  British  North  American  provinces 218,339,415 

In  1<=^:{0  the  population  of  all  these  provinces  was  stated  at  1,375,000 
souls.  The  census  returns  at  the  close  of  the  year  iSol,  give  the 
following  as  their  present  population : 

Canada,  East  and  West 1,842,205 

New  Brunswick 193,000 

Nova  Scotia  and  Cape  Breton 277,005 

Newfoundhmd -• 101,000 

Prince  Edward  Island 02,078 

Total 2,470,548 


^     ' 


!'■*'  -IT 


m 


v« 


J4  S.  Doc.  112. 

The  following  table  is  an  abstract  from  the  late  Canadian  census : 


Origin. 


Nadvei  of  Ki^lnnd  and  WaleH 

HcMtland 

Ireland 

Canada,  French  origin 

•-'  ■  "       not  of  t'rench  origin 

United  Statei 

Nova  Scotia  and  Prince  Edward. 

New  Itruiwwicli 

Newfoundland 

West  Indies 

Eaiit  Indies 

Germany  and  Holland 

France  and  nel|;iuni 

-t  «  Italy  and  Greece 

Spain  and  Portugal 

Sweden  and  Norway 

KiiAMia,  Poland,  and  PrusKia 

Switzerland 

AuHtria  and  Hungary 

(juemsey 

JerKey  and  otlier  British  Islauda.. 

Other  places 

Bom  at  sea 

Birth-pluce  not  liuown 


Total  population 890,261 


Lower 
Canada. 


11,830 

14,&6ri 

51,499 

669, 588 

la'V,  580 

12,482 

474 

4t*0 

51 

47 

4 

159 

359 

28 

18 

12 

8 

38 

2 

118 

293 

830 

10 

2,446 


Upper 
Canada. 


82,699 

75,811 

176,267 

26,417 

526, 093 

43,732 

3, 785 

2,634 

79 

345 

106 

9,957 

1,007 

15 

&/ 

29 

188 

2i>9 

11 

24 

131 

1,351 

166 


Total. 


952,004 


93,930 

90,3761 

227,7661 

795,945 

651,673 

61,214 

4,259 

3,114 

130 

392 

110 

10,116 

1,366 

43 

75 

41 

196 

247 

13 

142 

424 

2,181 

178 

3,335 


1,842,265 


Taking  the  average  ratio  of  increase  of  these  colonies' cc"sctively,  it 
has  been  found  tluit  they  double  their  population  every  sixteen  or  eigh 
teen  years;  yet,  various  causes  have  contributed  to  render  the  increase 
smaller  in  the  last  twenty-one  years,  than  at  former  periods. 

But  the  commercial  freedom  which  Great  Britain  has  recently  con- 
ceded to  her  dominions,  both  at  home  and  abroad,  has  caused  these 
North  American  colonies  to  take  a  new  start  in  the  race  of  nations,  and, 
in  all  probability,  their  population  will  increase  more  rapidly  hereafter 
than  at  any  previous  period. 

The  swelhng  tide  of  population  in  these  valuable  possessions  of  the 
crown  of  England,  great  as  has  been  its  constant  and  wonderful  in- 
crease, will  scarcely  excite  so  much  surprise  as  a  consideration  of  the 
astonishing  growth  of  their  trade,  commerce,  and  navigation  within  a 
comparatively  brief  and  recent  period. 

In  1806,  the  value  of  all  the  exports  from  the  whole  of  the  British 
North  American  colonies  was  but  $7,287,940. 

During  the  next  quarter  of  a  century,  after  1806,  these  exports  were 
more  than  doubled  in  Value,  for  in  1831  they  amounted  to  $16,523,510. 

In  the  twenty  years  which  have  elapsed  since  1831,  the  exports 
have  not  merely  doubled,  but  have  reached  an  increase  of  116  per 
cent.  During  the  year  1851  the  exports  of  the  British  North  American 
colonies  amounted  to  no  less  than  $35,720,000. 


Equal  with  this  I 
the  mcxvMMf  of  »h»il 
Tlie  tonniiKC  out! 
1806,  was  but  1241 
InlSaitlietonnf 
iting  an  iucrease  ol 
then  elapsed.      ^  J 
So  largo  nn  ml 
taincd;  yet  the  in(^ 
since  elapsed,  has 
outward  by   sen  I 
1,693,104  tons,  orl 
At  an  early  FH 
N«)rth  American  c' 
countii»!«  they  <k;c 
and  are  rossttHsed 
ing  of  ships.      1 1 
has  attained  a  p 
materials  wrough 
.  constructed  such 
foreign  trade,  aiu 
of  late  years  they 
struction  of  ships 
ships  may  ihereh 
Ami'riciin  colonic 
The  new  ships 
gregate,  to  33,771 
times  as  many 
the  toniiiige  of  «< 
a  still  farther  ii 
112,7&7  ton». 

That  the  colni 

of  shi[)piii«.  is  d 

marine.      Vwir 

owned  but  oti< 

crease  at  any  J' 

larly  swelled  m 

when  their  agg 

xegirtt«!red  in  th 

The  rate  of 

colonies  niav  I 

owned  by  the 

the  prt!sent  a 

Aggregate 

Nova  rteotia, 

periods  since 

1806 

1830 

1836 

1846 

X860 


93,999 
90,376 

»7,rfi6 

^95,945 
J5J,673 
5*5,214 
4,259 
3,114 
130 
392 
110 
10,116 
1,366 
43 
75 
41 
196 
247 
13 
142 
424 
2,181 
178 
3,335 


S.   Doc.   112.  15 

Equal  willi  thi*  constant  increase  in  the  value  of  cx{)ort8,  has  been 
the  increase  of  shipping  and  navigation. 

The  tonnage  outward,  by  sea,  from  all  the  ports  of  these  colonies,  in 
1800,  was  but -124,247  tons. 

In  lS<il  the  tonnage  outward  by  sea  amounted  to  83G,G6S  tons,  exhib- 
iting an  int^reasu  of  07  per  cent,  in  the  quarter  of  a  century  which  had 
then  eliipsed. 

Sfi  largo  nn  increase  as  this  could  not  be  expected  to  be  main- 
tained; yet  the  increase,  which  has  taken  pluce  during  the  twenty  years 
since  elapsed,  has  been  ncMuly  as  remarkable.  In  1851,  the  tonnage 
outward  by  sea  from  the  North  American  colonies  amounted  to 
1,583,104  tons,  or  nearly  double  what  it  was  in  the  year  1831. 

At  an  early  |>eriod  alter  their  first  setllement,  the  iiihabitiuits  of  the 
North  Atnerican  colonies  directed  their  attention  to  ship  building.  The 
countries  they  ixjcupy  furnish  timber  of  great  excellence  for  this  purjx)se, 
and  are  ross(!SH<Ml  of  unrivalled  facilities  for  the  construction  and  launch- 
ing of  ships.  This  branch  of  business  has  steadily  increased,  until  it 
has  attained  a  prominent  position  as  principally  employing  colonial 
materials  wrougnt  up  by  colonial  industiy.  At  first  the  colonists  only 
•  constructed  such  vessels  as  they  rccjuired  for  their  own  coasting  and 
foreign  trade,  and  fl)r  the  prosecution  of  their  unequullcd  fisheries;  but 
of  late  years  they  have  been  somewhat  extensively  engaged  in  the  con- 
struction of  ships  of  large  size,  ihr  sale  in  the  United  Kingdoms.  New 
ships  may  therefore  be  classed  among  the  exports  of  the  British  North 
American  colonies  to  the  parent  State. 

The  n»!W  ships  built  in  these  colonies  in  1832  amounted,  in  the  ag- 
gregate, to  33,778  tons.  In  1841  the  new  vessels  were  more  than  three 
times  as  many  as  in  1S32,  and  numbered  104,087  tons.  In  1849 
the  tonnagt;  of  in*w  ships  increased  to  108,038  tons.  In  1850  there  was 
a  still  farther  increase,  the  new  ships  built  in  that  year  numbering 
112,787  tons. 

That  the  colonies  have  great  capacity  for  the  profitable  emjdoyment 
of  shipping,  is  dc^monsirafed  by  the  steady  increase  of  their  mercantile 
marine.  From  those;  j)eriod3  in  their  early  history,  when  each  colony 
owned  but  one  coaster,  their  vessels,  year  by  year,  without  a  de- 
crease! at  any  i)eriod,  and  without  a  single  pause  or  check,  have  regu- 
larly swelled  m  numbers  and  in  tonnnge,  up  to  the  present  moment, 
when  their  aggregate  exceeds  half  a  million  of  tons,  now  owned  and 
registered  in  l  Ik;  colonies,  and  fully  emplo3'ed  in  their  trade  and  business. 
The  rate  of  this  steady  and  continual  increase  of  the  tonnage  of  the 
colonii'S  may  be  gathered  from  the  following  statement  of  the  tonnage 
own(!d  by  thcj  colonies  at  various  periods,  since  the  commencement  oi 
the  prijsent  century. 

Aggregate  tonnage  of  the  provinces  of  Canada,  New  Brunswick, 
Nova  rteotia,  N«!wti)undland,  and  Prince  Edward  Island,  at  various 

periods  shico  1800: 

Tons. 

1800 71,943 

1830 170,040 

1830 274,733 

1840 399,204 

1860 440,935 


w 


M  a.  Doc.  lis. 

The  rommorcr  of  the  colimies  may  be  Raid  to  have  had  it8  beginning 
witliiii  thf  pii.st  eeiifiiry.  Without  entering  upon  details  ol'  its  rise  niid 
r.xlraor(liiiary  pn>;i;re8«),  which  emi  be  clearly  traced  in  the  documents 
attached  to  tliiH  n-jMirt,  and  to  the  report  which  I  had  tlu?  honor  ot'8ut> 
mitting  to  you  in  1n50,  it  will  be  of  great  interest  to  notice  its  prcsentl 
extent  and  importance.  I 

'J'he  tonnage  entered  inward  by  sea,  nt  the  several  ports  of  the  North 
American  colonies,  amounted  in  Iblil  to  an  aggregate  of  1,57U,0C:J  tons. 

The  tonnage  cleared  outward  in  that  year  Ironi  t*ie  same  ports 
amounted  to  l,5H.'J,104  tons. 

Commensuratt!  with  this  largo  amount  of  tonnage,  employed  in 
n  commerce  which  may  be  said  to  have  had  its  beginning  since  178tl, 
bus  been  the  extent  of  c«»lonial  trade  during  the  year  just  past. 

Th(!  ViiliK;  of  this  trade  is  exhibited  in  the  condensed  statements 
which  lollow. 

The  total  exports  of  Canada  for  1851,  made  up,  from  United  States 
and  Canadian  returns,  li)r  this  report,  give  a  difli'rent,  but  a  more  cor- 
rect result,  as  will  be  seen  by  the  loUowing  statements: 

The  totid  exports  from  Canada  f()r  1S51,  us  per  returns. .  $13,262,376 

Of  which  (Quebec  exported $5,622,388 

"         Montreal 2,503,916 

"         Inland  ports 6,136,072 

13,2^2,376 

Exported  to  Great  Britain $6,436,844 

«♦  United  States 4,939,300 

"          British  North  Americim  colonies.   1,060,644 
•      ♦'  Other  countries 826,688 

13,262,376 

The  chnractcr  of  the  above,  and  the  comparative  value  of  the  chief 
materiid  interests  of  the  colony,  may  be  seen  by  the  following  table : 

Mines $86,752 

Sea 249,296 

Forest 6,063,512 

Agricultural 817,496 

Vegetable  i<x)d 3,766,396 

Otlier  agricultural  products 38,028 

Manufactures 65,124 

Uncnumeruted 2,1 15,772 


13,262,376 


JmporU  into  Cam 


Tea 

Tobacco 

Cotton  manufact 
Woollen  mnnullu 
Hardware  munu 
Wooden  ware. 

Machinery 

Boots  and  shoes. 
Manufactures  of 

Hides 

Tanned  leather. 
Oil,  not  palm. . 

Paper 

Rice 

Sugar 

Molasses 

Salt 

Glass • 

Coal 

Furs 

Manufactures  of 
Manufactures  of 

Dye  stuffs 

Coffee 

Fruit 

Fish 

Unenumerated . 


This  includes 
under  bond  for  1 


S.  Doc.  lis. 


n 


Import*  into  Canada  bij  river  St.  Lawrence,  giving  only  the  principal  arti- 
cle* and  value*,  for  the  year  1  ^51. 


Articles. 


Tea 

Tobacco 

Cotton  manufactures 

W(K)llen  manufactun's , 

Hardware  manufactures 

Wooden  ware 

Machinery 

Boots  and  shoes 

Manufactures  of  leather 

Hides 

Tanned  leather 

Oil,  not  palm 

Paper 

Rice 

Sugar 

Molasses 

Salt 

Glass 

Coal 

Furs 

Manufactures  of  silk 

Manufactures  of  India  rubber. 

Dye  stuffs 

Coffee 

Fruit 

Fish 

Unenumerated 


ValuM. 


1168,084 

18,924 

3,018,332 

2,301,816 

1,627,208 

11,612 

6,852 

6,868 

63,156 

1,164 

46,440 

136,708 

66,228 

12,396 

712,408 

60,908 

26,980 

78,260 

101,176 

90,033 

407,492 

233,324 

38»9ia 

13,632 

64,304 

71,260 

6,855,776 


16,217,316 


This  includes  the  imports  in  transit  for  the  United  States,  and  those 
under  bond  for  Upper  Canada.  , 


i  % 


'I 


>^- 


m 


18 


S.  Doc.  112. 


Exports  from  Canttda  to  other  countries,  (principally  Great  Britain,)  givini 
the  principal  articles  and  values,  for  the  year  1861. 


Articles. 


Yalnei. 


Apples 

Ashes,  pot 

Ashes,  pearl 

Ash  timber 

Barley 

Battens 

Beef 

Birch  timber 

{Biscuit 

Butter 

Deals,  ipine  and  spruce 

Elmlimber 

Flour 

Handspikes 

Lajd  .• 

Lath-wood  and  fire-wood 

Masts 

Meal,  corn  and  oat 

Oak  timber 

-Oars 

Oats 

Peas  and  beans 

Pine  timber,  red  and  white 

Pork 

Shingles 

Spars 

Staves , 

Tamarac  wood  and  sleepers 

Tma  and  skins 

Total  from  Quebec 

> Value  of  similar  articles  from  Montreal. 
Unequmerated  from  other  ports 

.Total  exports  by  the  St.  Lawrence 


$3,40i 

86,90l 

37,372| 

14,900 

4081 

1,9C0| 

6,26Sl 

18,46U 

4,376l 

26,d96| 

937,4S0 

196,1341 

670,8761 

9O0l 

2,2dcl 

33,O80| 

67,lO0l 

9,976| 

189,30r 

4,6361 

2,276l 

8,9C0| 

l,974,7C0l 

30,4241 

2G0l 

44,640l 

382,1361 

6,096l 

12,20$l 


4,671,04S 
2,060,166 
1,401,212 


As  nearly  as  c 
natural  products, 
into  the  colonies 


8,132,416 


Canada  

New  Biunswick 
Newfoundland. . 
Nova  Scotia... 
Prince  Edward  '. 


Aggregate  of  col 


Aggregate  of  coh 


Canada 

Nova  Scotia 

New  Brunswick 
Newfoundhmd . . 
Prince  Edward 


S.  Doc.  112. 


19 


As  nearly  as  can  be  ascertained,  the  following  statements  exliibit  the 
natural  products,  domestic  manufactures,  and  tbreign  goods  imported 
into  the  colonies  from  the  United  States  for  1851. 


,  ,,,. ,  ,.  -.r   •■'■:■. 

Natural  products. 

Domestic  uianu- 
factures. 

Foreign  goods, 
&c. 

Cnnada  ...... ........ 

$2,024,188 

869,683 
803,946 
817,361 

77,858 

$3,471,685 
335,515 
115,397 
415,943 

f 

$2,712,675 
325,702 

New  Biunswick 

Newfoundland 

34,923 

Nova  Scotia 

157,160 

Prince  Edward  Island 

*     -   .  ''  ;v\  ■ 

Aggregate  of  colonial  imports  from    Great  Britmn,   United  States,  and 
other  countries,  for  the  year  1851. 


■*4| 


^ 

Great  Britain. 

United  States. 

Other  countries. 

Canada 

$12,876,828 
2,133,035 
2,292,390 
1,600,750 

279,898 

$8,936,236 

1,390,965 

1,654,175 

998,735 

41,603 

$1,447,376 

Nova  Scotia 

2,003,640 

New  Brunswick* 

954,935 

Newfoundland 

1,655,695 

I'rince  Edward  Island 

305,974 

Total 

18,878,706 

12,678,279 

6,191,405 

Aggregate  of  colonuxl  exports  to  Great  Britain,  United  States,  and  other 

countries,  for  the  year  1851. 


Great  Britain. 

United  States. 

Other  countries. 

Canada 

Nova  Scotia 

$6,731,204 

142,245 

2,909,7.90 

2,162.755 

84,966 

$4,939,280 

736,425 

415,140 

99,970 

55,385 

$1,035,538 

2,663,640 

535,190 

New  Brunswick 

Newfoundhmd 

2,538,680 
184,638 

Prince  Edward  Island 

Total 

11,568,925          6.21S.060 

0,877,831 

'  New  Brunswick  returns  for  1851  show  an  increase  in  exports  of  about  15  per  cent.,  and 
of  19  per  ceut.  in  the  imports,  greater  thau  in  any  other  colony. 


f'A' 


20 


S.  Doc.  112. 

COLONIAL  TBADE  IN  1851. 


.  «^i  »t. 


CANADA. 


Imports — sea . . . 
inland 


Exports — sea  — 
inland 


•$15,324,348 
8,681,680 

$8,081,840 
13,259,888 


Add  for  value  of  new  ships  built  at  Quebec,  and 
sent  to  England  for  sale,  $1,000,000 ;  and  a  farther 
large  sum  for  under-valuation  of  exports — making 
in  the  whole 


NEW  BRUNSWICK. 


Imports $4,852,440 

Exports 3,780,105 

:r  .:.'----■-     -  8,632,545 


New  ships,  45,000  tons in  all 

NOVA  SCOTIA. 

Imports $5,527,640 

Exports 3,542,310 

9,069,950 in  all 


NEWFOUNDLAND. 


Imports $4,60a,£91 

Exports 4,276,876 


8,886,167 in  all 


Imports. 
Exports. 


PRINCE    EDWARD    ISLAND. 

$630,475 

360,465 


990,940 in  all 


New  shipping,  15,000  tons. 
Grand  total . 


*  This  amount  includes  goods  in  transitu. 


$24,006,025 


35,347,7.5« 


$40,000,OOC 


10,000,00 


10,000,00 


9,000,00 

A'. 

1,200,00 


70,200,Of 


t  By  United  States  returns,  f  4,938,88^ 


Although  it  nppea 

the  amount  of  impor 

ports,  yet  it  must  be 

trade  against  the  col 

their  exports  are  val 

the  prices  obtained  ; 

tlie  treights  earned  1 

and  the  large  freig 

bulky  products  of  tli 

sales,  and  eaminj^s 

trade  of  the  colonies 

After  presenting  1 

deem  it  necessary  t 

esting  questions    \^ 

present  to  the  stat( 

as  the  question  of 

and  the  British  Nor 

received  especial  i 

submitted  to  yours 

31st  Congress,  2d  i 

From  1794  to  18 

negotiation  belweei 

by  John  Quincy  Ai 

States.     This  protr 

other  results  than  i 

estrangement  betw 

It  is  well  knov 

McLane's   arrange 

trade,  were  most  ur 

forth  from  that  in 

character.      Time 

upon  the  general 

furnishing  another 

perfect  freedom. 

Although  the  co 
influence,  yet  it  sti 
subject  to  many  oi 
a  very  injurious  ef 
not  rapidly  iucrea; 
riod  to  the  present 
means  to  the  exte 
the  trade  had  bee 
natural  course. 

It  is  somewhat 
sition  of  these  co 
national  importan 
taken  place  in  t 
quarter  of  a  centi 
accomplished  dui 
and  other  countri< 
creased  the  expor 


S.  Doc.  112. 


21 


Although  it  appears  by  this  statement,  that,  as  in  most  new  countries, 
[the  amount  of  imports  greatly  exceeds  the  estimated  value  of  the  ex- 
ports, yet  it  must  be  taken  into  account  that  the  apparent  balance  of 
trade  against  the  colonies  is  tuUy  overcome  by  the  >uw  price  at  which 
their  exports  are  valued  at  the  places  of  shipment,  as  compared  with 
!  the  prices  obtained  abroad  ;  the  value  of  new  ships  sold  in  England ; 
the  treights  earned  by  these  ships,  while  on  their  way  to  a  market ; 
and  the  large  freights  earned  by  colonial  ships  in  transporting  the 
bulky  products  of  the  colonies  to  Ibreign  countries ;  all  of  which  profits, 
sales,  and  earnings  accrue  to  the  colonial  merchant,  and  render  the 
trade  of  the  colonies,  at  the  present  time,  healthy  and  prosperous. 

After  presenting  the  preceding  statements,  the  undersigned  does  not 
deem  it  necessary  to  discuss  in  an  elaborate  manner  tlie  mimy  inter- 
esting questions  which  they  will,  on  examination,  unquestionably 
present  to  the  statesmen  of  England  and  America ;  more  especiaLy 
as  the  question  of  reciprocal  free  trade  between  the  United  States 
and  the  British  North  American  Colonies  is  now  before  Congress,  and 
received  especial  attention  in  a  previous  report  of  the  undersigned 
submitted  to  yourself,  and  printed  as  Executive  Document  No.  23, 
31st  Congress,  2d  session. 

From  1794  to  1830  the  trade  of  the  colonies  was  a  subject  of  much 
negotiation  between  the  two  governments,  and  was  always  considered 
by  John  Quincy  Adams  as  one  of  great  consequence  to  the  United 
States.  This  protracted  and  almost  useless  negotiation  produced  no 
other  results  than  a  contraction  of  the  trade  of  the  colonies  and  an 
estrangement  between  the  people  of  both  countries. 

It  is  well  known  to  the  Department  of  the  Treasury  that  Mr. 
McLane's  arrangements  with  England  in  1830,  in  relation  to  this 
trade,  were  most  unsatisfactory  to  the  commercial  community,  and  called 
forth  from  that  interest  urgent  remonstrances  against  their  partial 
character.  Time  has,  h  wever,  proved  their  beneficial  operation 
upon  the  general  interests  of  the  American  and  colonial  trade,  thus 
furnishing  another  proof  that  profitable  commerce  can  only  exist  in 
perfect  freedom. 

Although  the  convention  of  1830,  upon  the  whole,  had  a  beneficial 
influence,  yet  it  still  left  the  trade  of  the  United  States  with  the  colonies 
subject  to  many  onerous  and  unnecessary  restrictions,  which  have  had 
a  very  injurious  eff'ect  upon  it.  Until  near  the  year  1840,  that  trade  did 
not  rapidly  increase ;  but  then  it  suddenly  expanded.  From  that  pe- 
riod to  the  present  time  there  has  been  a  constant  increase,  but  by  no 
means  to  the  extent  which  would  have  unquestionably  taken  place  if 
the  trade  had  been  wholly  unfettered,  and  allowed  to  flow  freely  in  its 
natural  course. 

It  is  somewhat  singular  that,  notwithstanding  the  geographical  po- 
sition of  these  colonies  with  reference  to  the  United  States,  and  the 
national  importance  of  the  various  relations  with  them,  no  change  has 
taken  place  in  the  policy  of  this  country  toward  them  for  nearly  a 
quarter  of  a  century  (while  so  much  that  is  wise  and  great  has  been 
accomplished  during  the  same  period  for  the  benefit  of  commerce  in  this 
and  other  countries)  except  the  drawback  law  of  1846,  whicli  has  in- 
creased the  export  of  foreign  goods  from  SI, 363,767  in  1846  to  2,954,536 


!f    * 


"1 


III 


■3»    '-I 


V- 


•  Vil 


I  Iff 


n 


S.  Doc.  112. 


in  1861.  For  mnny  ynnrs  after  the  Revolution,  under  a  wise  and  saga- 
cious policy,  the  coloninl  trade  received  a  veiy  considerable  share  ol' at- 
tention, and  efforts  were  made  to  pl;icc  it  on  an  equitable,  if  not  a  liberal 
basis;  but  it  unforttinately  became  involved  with  questions  embracing 
the  whole  foreign  policy  of  the  country,  which  prevented  the  adoption 
of  permanent  measures  of  a  liberal  character. 

Soon  after  the  imperial  act  of  1846,  which  hai  such  a  disastrous 
effect  upon  colonial  trade,  delegates  were  sent  from  Canada  to  this 
country  to  arrange  the  terms  of  a  reciprocal  free  trade  in  certain  speci- 
fied articles.  The  proposition  was  favorably  received  by  Mr.  Polk's 
administration,  and  was  ably  supported  in  Congress  by  leading  gentle- 
men of  both  parties.  A  bill  was  introduced  in  1848  for  reciprocal  free 
trade  with  Canada  in  certain  articles,  which  passed  the  House  of  Re- 
presentatives, and  would  probably  have  passed  the  Senate,  but  for  the 
great  pressure  of  other  important  matters. 

This  bill  of  1848  was  considered  by  a  portion  of  the  people  of  the 
United  States  as  strictly  a  colonial  measure,  for  the  benefit  of  the  col- 
onists only :  especially,  it  was  supposed  that  it  might  prove  prejudicial 
to  the  agricultural  interests  of  this  country,  as  Canada  for  a  few  years 
has  been  an  exporter  of  wheat  to  a  small  extent;  but  the  subject  having 
since  been  discussed,  it  has  exhibited  itself  in  a  new  light,  and  is 
now  considered  by  many  as  one  of  equal  interest  to  the  United  States 
and  to  the  colonies. 

The  agriculture  of  a  country  is  well  considered  as  its  most  valuable 
interest.  It  was  natural,  therefore,  that  the  first  (juestion,  raised  as  to 
the  policy  of  reciprocal  trade,  should  have  related  to  the  effects  of  free 
Canadian  consumption  unon  our  agricultural  interests.  The  accom- 
panying tables,  showing  the  total  production  of  wheat,  rye,  and  com, 
in  the  United  States,  for  the  year  18f50,  with  the  quantity  of  agricultural 
produce  in  Cantula,  show  that  nothing  is  to  be  feared  from  Canadian 
consumption. 

Agricultural  AhttraC' — Upper  and  Lower  Canada,  1851. 


,  Land*,  produce,  livo  »Uh:\,  and  domostic  tnann- 
facture*. 

Lower 
Canada. 

Upper 
Canada. 

Total. 

Number  of  person*  occupying  lands 

94,449 

13,261 

2,701 

17,409 

37,885 

18,608 

4,685 

8,113,915 

3,605,517 

2,072,953 

1,502,355 

30,209 

4,508,398 

427, 111 

99,860 

9,976 

1,889 

18,467 

48,027 

18, 421 

3,080 

9,823,233 

3,697,724 

2,274,586 

1,367,649 

55,489 

6, 125, 509 

782, 115 

194, 309 

Of  whom  tbuie  held  10  atTCM  and  under 

23,237 
4,590 

10    t«*    20             

SO    to    50             

35,876 

85,912 

37,029 

7,765 

17,937,148 

7,303,241 

4, 347, 539 

2,870,004 

85,698 

10,633,907 

1,209,226 

50    to  100             

100    to  200              

Ch«r     200             

Number  o."  acres  hold  by  the  above 

"            "     under  cultivation 

"            "       "      crops  in  1851 

"            "       "      pasture 

"            "        "      gardens  and  orchards 

*•            "     wild  or  under  wood 

"            "     under  wheat 

Lands,  produce,  live  sto 
facti 


Number  of  acres  ftider  b 

14  "  "  - 

<i  ««  ««  p 

u  u  "  o 

u  «  ««  b 

«  "  ««  n 

(I  "  "  p 

u  "  ««        t 

«  ««  ««        0 

Produce  in  bushels— Wh 

<>  <'  Ba 

"  "  Ry( 

««  ««  Pel 

It  <<  Oai 

t<  u  Btt 

a  <«  Ma 

«  «  Po 

i<  "  Tu 

««  "  Cl< 

u  <<  Ca 

M  "  M« 

«  "  Be 

"  lbs.         H( 

«'  tons        Hi 

"  lbs.         Fl 

«  ••  To 

W 

i<  <<  Ml 

"  galls.      Ci 

"  yards      Fu 

"  "  Li 

«  "  Fl 

Live  Stock—Bulls,  oxei 

Milch  cow 

Calves  an< 

Horses... 

Sheep  — 

PigB 

Pounds  of  butter 

«•  cheese 

Barrels  of  beef 

"  pork • 

"  fish 


The  grain  crops  in  I 

ing  the  townships. 

Beef  and  pork  are  v 

The  fish  in  Lower  C 

there  is  a  separate  rej 


S.  Doc.  112. 

Agricultural  Abstract — Continued. 


28 


Lands,  produce,  lire  atook,  and  domeatio  nuinu- 
facturei.         - 


Number  of  acres  (bder  barley . 
'      rye  — 


14 
U 


U 
41 


44 
44 


peas 

oats 

buckwheat 

maize 

potatoes 

turnips 

other  crops,  fallow  and  idle 


44 
44 


lbs. 

tons 

lbs. 


Produce  in  bushels—Wheat. 

"  "  Barley 

"  "  Rye 

"  "  Peas 

"  "  Oats 

"  «  Buckwheat 

"  "  Maize 

"  "  Potatoes 

"  "  Turnips 

"  "  Clover  and  grass  seeds. 

"  "  Carrots 

Mangel  wurtzel 

Beans 

Hops 

Hay 

Flax  or  hemp 

Tobacco 

Wool 

Maple  sugar 

Cider 

Fulled  cloth 

Linen 

"  "  Flannel 

Live  Stock— Bulls,  oxen,  and  steers 

Milch  cows 

Calves  and  heifers 

Horses 

8heep 

Pigs 

Pounds  of  butter 

"  cheese 

Barrels  of  beef 

"  pork 

"  fish 


Lower 
Canada. 


44 
44 


galls, 
yards 


42,927 

46,0(r7 

165,192 

590,422 

51,781 

22,6f)9 

73,244 

3,897 

649,703 

3,075,868 
668,626 
341,443 

1, 182, 190 

8,967,594 
530,417 
400,287 

4,456,111 

369,909 

18,921 

82,314 

103,999 

83,602 

111,158 

965,653 

1,867,016 
488,652 

1,430,976 

6, 190, 694 
53,327 
780,891 
889,523 
860,850 
111,819 
294,514 
180, 317 
236,077 
629,827 
256,219 

9,637,152 

511,014 

68,747 

233,870 

48,363 


Upper 
Canada. 


29,916 

38,968 

192,109 

421,664 

44,266 

70,571 

77,672 

17,135 

600,151 

12,692,852 

625,875 

479,651 

2,873,394 

11,193,844 

639,384 

1,606,513 

4,987,475 

3,644,942 

42,460 

174,895 

54,226 

18,109 

113,064 

681,682 

50,650 

764,476 

2,699,764 

3,581,505 

701,612 

527,466 

14,955 

1,169,301 

193,982 

296,924 

254,988 

203,300 

968,022 

569,237 

15,976,315 

2,226,776 

817,746 

628,129 

47,589 


Total. 


72,843 

84,975 

357,301 

1,012,106 

96,046 

93,240 

150,916 

21,090 

1,249,864 

15,768,790 

1,894,501 

821,094 

4,055,584 

20,161,438 

1,169,801 

2,096,800 

9,443,586 

4,014,851 

61,381 

257,239 

168,225 

41,711 

224,222 

1,647,335 

1,917,666 

1,253,128 

4,130,740 

9,772,199 

754,939 

1,308,357 

904,478 

2,030,151 

305,801 

591,438 

435,305 

439,377 

1,597,849 

825,456 

25,613,467 

2,737,790 

886,493 

751,999 

95,952 


The  grain  crops  in  Lower  Canada  are  all  taken  in  the  minot  and  not  in  the  bushel,  except* 
ing  the  townships. 
Beef  and  pork  are  very  incorrectly  given  in  both  parts  of  the  province. 
The  fish  in  Lower  Canada  is  exclusive  of  the  Gasp^  and  Bonaventure  fisheries,  of  which 
there  is  a  separate  report. 

W.  C.  CROFTON, 
Saretartf  Board  of  Registration. 


HI 


I'' 

V 


\1% 


M 


li'  iS 


^i  i 


W 


281  S.  Doc.  112. 

Abstraet  of  the  cereal  produce  of  the  United  States  in  1651, 


State. 


Maine 

New  Hampshire  . . . 

Vermont 

Massachusetts 

Rhode  Island 

Connecticut 

New  York 

New  Jersey 

Pennsylvania 

Delaware 

Maryland 

District  of  Colimibia 

Virginia 

North  Carolina 

South  Carolina 

Georgia 

Florida 

Alabama 

Mississippi 

Louisiana 

Texas 

Arkansas 

Tennessee 

Kentucky , 

Ohio 

Michigan 

Indiana 

Illinois 

Missouri , 

Iowa 

Wisconsin 

Cahfornia 

TERRITORIES. 

Minnesota 

Oregon 

Utah 

New  Mexico 


Wheat,  bushels  of. 


296,259 

185,668 

535,955 

31,211 

49 

41,762 

13,121,498 

1,601,190 

15,307,691 

482,511 

4,494,680 

17,370 

11,232,616 

2,130,102 

1,066,277 

1,088,534 

1,027 

294,044 

137,990 

417 

41,689 

199,639 

1,619,381 

2,140,822 

14,487,351 

4,925,889 

6,214,458 

9,414,575 

2,981,652 

1,530,581 

4,286,131 

17,328 


1,401 
211,943 
107,702 
196,516 


100,503,899 


Bye,  buflheh  of. 


102,916 

183,117 

176,233 

481,021 

26,409 

600,893 

4,148,182 

1,255,578 

4,805,160 

8,066 

226,014 

6,509 

458,930 

229,663 

43,790 

63,750 

1,162 

17,261 

9,606 

475 

3,108 

8,047 

89,163 

415,073 

425,718 

106,871 

78,792 

83,364 

44,268 

19,916 

81,253 


125 
106 
210 


Indhmcorn, 
buahela  of. 


14,188,639 


1,750,066 

1,573,670 

2,032,396 

2,345,490 

639,201 

1,935,043 

17,858,400 

8,759,704 

19,835,214 

3,145,542 

11,104,631 

65,230 

35,254,319 

27,941,051 

16,271,454 

30,080,099 

1,996,809 

28,754,048 

22,446,552 

10,266,373 

5,926,611 

8,893,939 

52,276,223 

58,675,691 

69,078,695 

6,641,420 

62,964,363 

67,646,984 

36,214,637 

8,656,799 

1,988,979 

12,236 


16,725 

2,918 

9,899 

365,411 


592,326,612 


Wheat,  average  pru 
Rye,     do 
Corn,    do 

Total.— Wheat,  10( 
Rye,  1 
Com,   69! 


The  total  quantit; 
is  seen  by  the  follo\ 

Wheat 

Flour 

Corn 

Indian  meal 

Other  grain,  bread, 


It  is  gratifying  t( 
States  are  increasi: 
terests,  and  that  \ 
cultural  produce, 
control  the  prices 
table  is  therefore  si 
England,  our  princ 
other  foreign  count 


ft , " 


S.  Doc.  112.  25 

Wheat,  average  price  per  bushel 80  cents. 

Rye,  do  do  60     " 

Corn,  do  do  46     " 

Total.— Wheat,  100,503,899  bushels value,  $80,403,119 

Rye,  14,188,639       "       7,094,319 

Com,      692,326,612       "       266,646,975 


The  total  quantity  and  value  of  the  above,  exported  to  all  countries, 
is  seen  by  the  following  table : 

Wheat 1,026,725  bushels value,  $1,025,733 

Flour 2,202,336  barrels 10,624,331 

Corn 3,426,811  bushels 1,762,649 

Indian  meal 203,022  barrels _  ;       622,866 

Other  grain,  bread,  &c '      620,758 


Total. . , 


14,456,236 


It  is  gratifying  to  notice  that  the  agricultural  interests  of  the  United 
States  are  increasing  in  a  ratio  proportionate  to  its  other  material  in- 
terests, and  that  we  are  now  exporters  and  not  importers  of  agri- 
cultural produce.  It  is  affirmed  that  the  prices  of  grain  in  Mark  Lane 
control  the  prices  of  grain  in  our  exportmg  markets.  The  following 
table  is  therefore  subjoined  to  show  the  quantity  of  grain  imported  into 
England,  our  principal  market  in  Europe,  from  the  United  States  and 
other  foreign  countries.  >         ?'^  "    fjfff:. 


'  SI 


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JO  S.  Doc.  112. 

Abstract  cotuunij)tion  of  ft/rcign  grain  for  four  yean,  from  1847  to  1860. 

Qiiantity  in  quartori.  Tdue. 

Wheat 14,238,313  at  61f.  9d.  stlg. . .  .$184,208,170 1 

Otlier  grains 26,031,823  ut  31».  6d.  ...   197,123,110 1 


Totals 39,270,136. 


Yearly  average 9,817,634. 


381,331,280 
96,332,820 


>^  Abstract  of  grain  imported  fur  Jive  years,  from  1846  to  1860. 

Quantity  in  quartera.  Vahio. 

Wheat 16,452,666  at  62s.  ^d.  stlg $210,769,750 

Other  grains 27,486,078  at  33».  ...226,251,885 


Totals 44,067,533. 


436,021,635 


Yearly  average..     8,813,526 87,204,375 


Valle  exhibiting  tfie  floitr  and  wheat  exported  from  Canada  in  1860  and 
1851 — year  ending  January  1. 


•    v. 

.    .     1850. 

1651. 

Exported  to  and  tlirough — 

Flour,  barrel!. 

Wheat,  bushels. 

Flour,  barrels. 

Wheat,  bush. 

Buflalo 

19,244 

260,872 

32,999 

90,988 

66,001 
1,094,444 

10,860 

269,875 

30,609 

11,940 

101,665 

Oswego 

670,202 

Ogdensburgh 

Lake  Champlain 

18,195 

192,918 

626 

Total  exported  inland 
to  the  United  States . 
•Montreal  and  Quebec. 

404,103 
280,618 

1,353,363 

88,465 

313,284 
371,610 

790,678 
161,312 

Total  exported 

684,721 

1,441,828 

684,894 

961,990 

Decrease  in  inland  exp( 
Increase  in  sea  export 

art  to  the  Un 
from  Canad 

ited  States, 
a 

90,819 
90,992 

562,695 

72,847 

*  Exported  by  sea  tia  Montreal  and  Quebec. 


Total  quantity  iwij) 

Wheat,  bujthels. . 

Flour,  cwt 

Rye,  oats,  &c.,  & 

Of  the  above,  t 
Wheat,  bushels. 
Flour,  cwt 

To  the  British 
ada,  viz : 
Wheat,  bushels 
Flour,  cwt. . . . 

Total  domestic  jloi 

V/heat 2( 

Flour ^ 

Corn ^ 

Othergrain 

TO  OTHEI 

Wheat 2 

Flour 2 

Corn 1 

Meal,  Indian. 
Meal  (rye)  and 


It  will  be  eaa 
wheat,  &c.,  im] 
nies;  and  also, 
for  their  consun 
of  the  United  S 

The  upper  p 
interest  in  a  fre 


S.  Doc.  112. 


81 


Total  quantity  imported  into  the  United  Statet  from  Canada,*  /or  the  year 

ending  June  30,  1862. 

Wheat,  buahelB 870,889 vnJue,  Sf»09,n81 

Flour,  cwt 490,201 1,008,929 

Rye,  oats,  &c.,  &c 203,670 


Of  the  nlwve,  there  was  exported  to  England,  viz  : 


Wheat,  bushels 427,615. 

Flour,  cwt 343,633 


1,802,179 


.value,  $466,204 
924,079 


To  the  British  North  American  colonies  other  than  Can- 
ada, viz : 

Wheat,  bushels 24,269 value,  S23,132 

Flour,  cwt 139,601 340,896 


1,379,283 


370,027 


Total 1,749,310 


Total  domestic  flour,  ^t.,  exported  J'rom  the  United  States  to  the  British  North 

American  colonics. 

TO  CANADA. 

"SVheat 208,130  bushels value,  $160,288 

Flour 61,176  barrels 191,760 

Corn 88,306  bushels 39,168 

Othergrain 6,911 


388,107 


TO  OTHER  BRITISH  N.  A.  COLONIES  OTHER  THAN  CANADA. 

Wheat 261,971  bushels value,  $220,319 

Flour 200,664  barrels 946,387 

Corn 101,169  bushels 66,199 

Meal,  Indian.     67,273  barrels 173,637 

Meal  (rye)  and  other  grains 172,187 

1,677,629 


It  will  be  easily  seen  by  these  tables  that  the  whole  of  the  Canadian 
wheat,  &c.,  imported  in  bond,  is  re-exported  to  England  and  the  colo- 
nies; and  also,  m  addition,  that  the  export  to  Canada  and  the  colonies, 
for  their  consumption,  is  nearly  two  millions  of  breadstuffs  the  produce 
of  the  United  States. 

The  upper  province,  generally  known  as  Canada  West,  has  a  greater 
interest  in  a  free  intercourse  with  the  United  States  than  Lower  Canada 


I 


*  AU  from  Can&da  except  $68,708. 


82 


S.  Doc.  112. 


j  I 


or  Canada  East.  The  origin,  language,  and  other  distinctive  features 
of  the  inhabitants  of  Lower  Canada,  make  their  affinities  with  the  Unit(;(l 
States  mu(;h  less  than  those  of  the  Upper  Canadians.  Moreover,  the 
geographical  position  of  Upper  Canada  makes  New  York  a  more  con- 
venient, while  it  is  at  the  same  time  a  larger  and  more  secure,  market 
for  her  produce,  than  Montreal  or  Quebec.  The  various  lines  of  rail- 
way, leading  from  the  Atlantic  to  the  lakes,  give  to  the  inhabitants  of 
the  upper  province  facilities  of  communication  with  New  York,  during 
a  part  of  the  year  when  access  to  Quebec  is  extremely  difficult. 

The  canal  tolls  levied  by  the  State  of  New  York  on  Canadian  pro- 
duce passing  through  her  canals  toward  tide-water  amounted,  in  1850 
and  1851,  to  over  $1,000,000 ;  and  property  from  tide-water  to  Canada, 
through  the  same  channels,  probably  pays  half  as  much  more,  making, 
at  the  least,  $300,000  annually  contributed  by  the  Canadian  trade  to 
the  New  York  canals. 

Imports  into  Canada  from  the  United  States,  giving  the  principal  articles  and 

values,  for  the  year  1851. 


Articles. 


Exports  from  Can 


Tea 

Tobacco 

Cotton  manufactures 

Woollen  manufactures . . . 
Hardware  manufactures - 

Wooden  ware 

Machinery 

Boots  and  shoes 

Manufactures  of  leather. . 
Hides 


Tanned  leather 
Oil,  not  palm.. 

Paper 

Rice 

Sugar  . . .  = 

Molasses 

Salt   

Glass 


Coal 

Furs 

Manufactures  of  silk 

Manufactures  of  india  rubber. 

Dye  stuffs 

Coffee 

Fruit 

Fish 

Unenumcrated 


$893,216 

403,8GO 

665,124 

439,260 

318,844 

63,724 

85,768 

42,592 

47,388 

89,204 

126,232 

47,804 

32,996 

19,920 

278,468 

19,290 

79,810 

18,828 

38,652 

44,264 

80,768 

63,960 

12,680 

116,988 

81,144 

17,644 

4,780,372 


8,788,712 


^shes 

Lumber 

Shingles . . 

Cattle  of  all  kinds 

Horses 

Wool 

Wheat 

Flour 

Barley  and  rye. . 
Beans  and  peas. . 

Oats 

Butter  ....... 

Eggs - 

Unenumcrated 


As  can  be  seen 
dutiable  and  free  g 

Dutiable  imports  ii 
Free  imports  into  ( 


Amount  of  dutie 
14i  per  cent. 

The  active  chai 
United  States  ma] 
inward  and  outwai 


> 

America] 

Steam 

Sail 

1,224,5 
139,8 

Total 

1,364,  a 

*  The  ditcrepancy  bet 
4 


p.  Poc.vll2; 


88 


Exports  from  Canada  to  the  United  States,  giving  the  principal  articles  and 

values, /or  the  year  1861. 


Articlea. 


Ashes -. . . . . ;. 

Lumber , 

Shingles ,.  ^  < 

Cattle  of  all  kinds  and  sizes. 

Horses 

Wool 


Wheat 

Flour 

Barley  and  rye. 
Beans  and  peas. 

Oats 

Butter  ........ 

Eggs 

Unenumerated  . 


Yaluea. 


$65,992 

766,628 

20,732 

140,176 

186,848 

41,896 

491,760 

1,181,484 

76,696 

41,688 

135,708 

38,004 

38,008 

L,706,664 


4,929,084 


As  can  be  seen  by  referring  to  table  No.  9,  in  Canadian  returns,  the 
dutiable  and  free  goods  are  thus  stated  for  the  year  1851 : 

Dutiable  imports  into  Canada  fron^the  United  States $7,971,380 

Free  imports  into  Canada  from  the  United  States 1,147,388 

•9,118,768 


Amount  of  duties  collected  on  $7,971,380,  is  $1,166,144,  or  about 
14S  per  cent. 

The  active  character  of  the  inland  trade  between  Canada  and  the 
United  States  may  be  seen  by  the  following  statement  of  the  tonnage 
inward  and  outward : 


INWARD. 

OUTWARD. 

TOTALS. 

American. 

Britifih. 

American. 

British. 

Inward. 

Outward. 

Steam 

Sail 

1,224,523 

139,867 

845,589 
202,039 

753, 318 
153,670 

564, 089 
206,  :J61 

2,070,112 
341,906 

1,317,407 
360,031 

Total 

1,364,390 

1,047,628 

906,988 

770,450 

2,412,028 

1,677,438 

t  'l 


V  >: 


*  The  diwrepancy  between  this  and  other  amounts  is  explained  in  a  note  in  table  No.  9. 
4 


h   ) 


i    1 


ii  6.  boc.  ill 

''■''■"■'■'■■'  Inward  and  outward.  '  '■  '■■'-•■-'  '       Vi'-V-;0'^''i 

Steam— Ameripan 61,977,841       ^^ 

British 1,409,678 

$3,387,619 

Sail— American 293,637 

British. 408,400 

701,937 

Grand  total,  inward  and  outward 4,089,466 

The  total  amount  imported  from  Canada  into  the  United  States  for 
the  three  years  ending  June,  1851,  is,  by  commerce  and  navigation 
report,  $11,156,342 — on  which  the  following  amount  of  duty  has  beed 
collected,  as  will  herewith  appear :  '■*,     : '' 

Statement  of  revenue  collected  in  the  different  districts  of  the  United  States 
bordering  on  Canada^  from  1849  to  1851  inclusive^  (three  years.) 


On»8  reronae. 

Expenses  of 
collection. 

Net  revenne. 

Excess  of 
expenses. 

Mem. 

Districts. 

1 

1 

Vermont ........... 

f 181, 915  02 

133,326  68 

42,842  4.. 

22,410  78 

16,603  54 

273, 173  92 

45,384  66 

44,076  44 

148,740  03 

1, 155  26 

126,677  24 

34,018  44 

244  54 

47,935  42 

1,797  42 

10,670  41 

f  27, 472  47 
22,965  22 
16,002  22 
14,222  58 
27,01)0  95 
38,2TD  43 
13,368  47 
21,277  69 
49,601  19 
31,924  35 
13,228  71 
5,927  49 
2,470  40 
32,868  22 
4,535  02 
10,360  73 

$154,442  55 

*109,751  44 

26,840  19 

6,188  20 

1 
2 
3 
4 

"5 
6 
7 

8 

•  •  •  ■ 

9 
10 

"ii 

12 

ChftiDDlain. ......... 

Osvegatchie 

Cape  Vincent 

jBackett's  Harlwr.. .. 

$10,307  41 

1 

Oswego 

t234,947  50 

t31,722  66 

22,798  75 

1198,885  78 

Genesee 

BuiTalo 

Erie,  (Presque  Isle). 
CuyalioKa 

30,769  09 

9 

113,448  53 
28,090  95 

Sandusky 

Miami 

2,225  86 

1 

Detroit 

15,067  20 

Micliilinuickinao 

2,737  60 

Chicago 

$154  75 

1,130,912  21 

331,436  14 

844,338  50 

46, 129  96 

*  After  deducting  $610  02— moiety  of  sales  merchandise  distributed  per  act  April  2,  '44,  s.  3. 
t     "  "  15  99 — duties  on  merchandise  refunded. 

t     "  "  233  53 — expenses  attending  prosecutions.  ^ 

D     "  "  253  06— moiety  of  sales  merchandise  distributed  per  act  April  2, '44,  s.  3 

$     "  "  154  9;^— duties  on  merchandise  refunded. 

Total 1 ,  267  53— deducted  from  net  revenue. 

RECAPITCLATIOlf. 


Gross  revenue $1,130,912  21 

Expenses 331,436  14 


799,476  07 


Net  revenue $844,338  60 

Excess  of  expenses 46,129  96 

793,208  54 
Add  amount  deducted .  1,267  53 


799,476  07 


The  first  propos 
alone,  and  limited 
the  question  has  s 
an  arrangement  ca 
between  the  Unitec 
whether  of  agriculi 
ion  with  an  agreen 
rence  and  St.  Joh 
subjects  to  the  sea 
mission  of  the  exp 
lumber  cut  withip 
river  St.  John,  for 
The  free  navigai 
discussion  during  t 
time  it  is  greatly  d( 
great  lakes,  as  thei 
The  free  naviga 
necessary  by  the  p 
be  of  great  advant 
em  portkxi  of  the  I 
lumber  floated  do\ 
justice  to  the  lumb 
severely,  and  who 
ernment. 

At  present  there 
the  United  States,  ( 
wick,  and  a  larger 
Cape  Breton.  A  1 
quantity  of  coals  ex; 
under  the  head  of  I 
A  free  participat 
nies  is  regardea  ai 
Without  such  parti 
become  valueless. 

With  reference  tt 

he  would'  be  wantii 

nestly  call  its  attent 

tion,  which,  owing  t 

policy,  has  assumed 

Since  the  Fisherj 

behalf  of  American 

three  marine  miles 

and  Prince  Edward 

men  of  our  country 

calling  (the  importa 

shores  of  these  cole 

standing  or  charact< 

The  files  of  the  ^ 

\  losses  sustained  by 

:  been  sei^ted  and  cor 


a  Boc  113. 


85 


,937 

>,466 

IS  for 
ation 
been 

Srotet 
lem. 


h 
^ 
3 


2 
3 


14,8.3. 
14,  B.  3 


08  50 
[29  96 

!U8  64 
«7  53 

76  07 


The  first  proposition  for  reciprocal  free  trade  was  confined  to  Canada 
alone,  and  limited  to  certain  natural  products  of  either  country;  buit 
the  question  has  since  taken  a  wider  range.  It  is  now  believed  that 
an  arrangement  can  be  effected  and  carried  out  for  the  free  interchange 
between  the  United  States  and  the  colonies,  of  all  the  products  of  either, 
whether  of  agriculture,  of  mines,  of  the  forest,  or  of  jthe  sea,  in  connex- 
ion with  an  agreement  for  the  free  navigation  of  the  rivers  St.  Law- 
rence and  St.  John,  the  concession  of  a  concurrent  right  with  British 
subjects  to  the  sea  fisheries  near  the  shores  of  the  colonies,  and  the  re- 
mission of  the  export  duty  levied  in  New  Brunswick  on  timber  and 
lumber  cut  withip  the  hmits  of  the  United  States,  and  floated  dovm  the 
river  St.  John,  for  shipment  to  American  ports. 

The  free  navigation  of  the  St.  Lawrence  was  a  prominent  subject  of 
discussion  during  the  administration  of  John  Quincy  Adams.  At  this 
lime  it  is  greatly  desired  by  all  those  western  States  bordering  on  the 
great  lakes,  as  their  natiu'ai  outlet  to  the  sea. 

The  free  navigation  of  the  St.  John  has  been  rendered  absolutely 
necessary  by  the  provisions  of  the  treaty  of  Washington,  and  it  would 
be  of  great  advantage  to  the  extensive  lumber  interest  in  the  northeast- 
ern portion  of  the  Union.  The  repeal  of  the  export  duty  on  American 
lumber  floated  down  the  St.  John  to  the  sea  would  be  but  an  act  of 
justice  to  the  lumbermen  of  that  quarter,  upon  whom  it  now  presses 
severely,  and  who  have  strong  claims  to  the  consideration  of  the  gov- 
ernment. 

At  present  there  are  no  products  of  the  colonial  mines  exported  to 
the  United  States,  except  a  small  ouantiw  of  coals  from  New  Bruns- 
wick, and  a  larger  quantity  from  the  coal  fields  of  Nova  Scotia  and 
Cape  Breton.  A  notice  of  these  coal  fields,  and  a  statement  of  the 
quantity  of  coals  exported  from  them  to  the  United  States,  will  be  found 
under  the  head  of  Nova  Scotia. 

A  free  participation  in  the  sea  fisheries  near  the  shores  of  the  colo- 
nies is  regarded  as  the  just  prescriptive  privilege  of  our  fishermen. 
Without  such  participation,  our  deep-sea  fisheries  in  that  region  will 
become  valueless. 

With  reference  to  this  important  subject,  the  undersigned  feels  that 
he  would'  be  wanting  in  his  duty  to  the  government  if  ne  did  not  ear- 

Rnestly  call  its  attention  to  the  critical  state  of  the  colonial  fishery  ques- 
tion, which,  owing  to  a  recent  demonstration  of  imperial  and  colonial 
I  policy,  has  assumed  a  very  threatening  aspect. 

I  Since  the  Fishery  Convention  of  1818,  by  which  this  government,  oh 
I  behalf  of  American  citizens,  renounced  forever  their  right  to  fish  within 
I  three  marine  miles  of  the  seacoast  of  New  Brunswick,  Nova  Scotia, 
I  and  Prince  Edward  Island,  many  of  the  hardy  and  mdustrious  fisher- 
!  men  of  our  country  have  been  compelled  to  pursue  their  adventurous 
calling  (the  importance  of  which  cannot  be  over-estimated)  near  the 
shores  of  these  colonies,  in  a  manner  by  no  means  creditable  to  the 
standing  or  character  of  the  people  of  the  United  States. 

The  files  of  the  State  Department  furnish  abundant  evidence  of  the 
losses  sustained  by  our  citizens  in  consequence  of  their  vessels  having 
been  seized  and  confiscated  for  alleged  violations  of  the  fishery  conven- 


86 


S.  Doc.  112 


M 


tion,  to  which  the  necessities  arising  from  the  nature  of  their  pursuit 
compelled  them. 

For  several  years  past,  the  colonists  have  constantly  urged  the  im- 
perial govcrmnent  to  station  an  armed  force  on  their  shores,  "  to  pro- 
tect the  fisheries  from  the  unjustifiable  and  illegal  encroachments  of 
American  fishermen."  The  force  hitherto  provided  has  not  been  such 
as  the  colonists  desired,  having  usually  been  limited  to  three  or  four 
vessels,  under  the  command  heretofore  of  discreet  officers  of  the  Royal 
Navy,  who  have  generally  exercised  the  powers  with  which  they  were 
invested  with  liberal  discretion. 

With  the  view  of  bringing  matters  to  a  crisis,  the  colonial  legisla- 
tures have  lattjly  renewed  their  appeals  to  the  imperial  government  for 
aid  to  drive  American  fishermen  from  their  shores,  and  compel  them  to 
follow  their  calling  in  places  where  fish  are  not  so  plentiful  or  so  easily 
caught.  And  in  order  to  show  their  owti  determination,  the  provinces 
of  Canada,  New  Brunswick,  and  Nova  Scotia  have  entered  into  an 
agreement  to  provide  a  certain  number  of  small  cruisers,  at  their  own 
expense,  to  be  stationed  at  various  places  agreed  upon,  to  assist  in 
effecting  the  obj(jct  they  desire. 

The  last  appeal  of  the  colonial  authorities  has  been  viewed  favor- 
ably by  the  new  administration  of  Earl  Derby.  A  change  has  taken 
place  in  the  British  policy  with  reference  to  this  fishery  question, 
and  a  ciniular  letter  has  Deen  sent  to  the  governors  of  the  several 
colonics,  announcing  that  her  Majesty's  government  has  .esolved  to 
send  a  small  force  of  armed  vessels  and  steamers  to  North  America,  to 
protect  the  fisheries  against  foreign  aggression.  The  colonial  govern- 
ments have  fitted  out  six  cruisers,  fully  manned  and  armed,  which 
have  sailed  for  the  best  fishing  grounds,  and  there  is  imminent  danger 
of  a  collision.  The  colonial  cruisers  threaten  to  make  prize  of  every  ves- 
sel  '•  fishing  or  preparing  to  fish,"  within  certain  limits,  which  the  colo- 
nial autiiorities  contend  are  within  three  marine  miles  beyond  a  line 
drawn  from  headland  to  headland,  and  not  three  miles  from  the  shores 
of  the  coast,  which  our  citizens  contend  is  the  true  reading  of  the  con- 
vention. 

Our  fishermen  generally  entertain  the  conviction  that  the  threatened 
exclusion  by  the  British  and  colonial  governments  is  a  violation 
of  rights,  accruing  to  them  under  the  laws  of  nations  applicable  to 
this  subject  and  to  that  region,  fortified  by  former  use,  till  it  has  well 
nigh  created  a  right  by  prescription ;  and  many  regard  such  threatened 
exclusion  as  an  illiberal  and  uncalled  for  measure  at  this  period,  c'oing 
the  British  or  the  colonies  no  good,  while  it  injures  them  seriously.  Ir 
such  a  state  of  feeling  it  is  next  to  impossible  to  prevent  difficulties  and 
collisions  between  them  and  the  British  authorities,  and  wrongs  may 
be  done  on  both  sides.  Every  dictate  of  prudence  and  of  wise  policy, 
and  just  protection  to  our  citizens  ngainst  an  uncalled  for  interference 
b^  itnprudent  subordinates,  therefore,  imperiously  demands  that  the 
If  ederul  government  should,  as  soon  as  practicable,  despatch  to  those 
waters,  and  maintain  there,  a  respectaljle  naval  force,  under  command 
of  discreet  officers.  It  may  be  here  not  inappropriately  observed, 
that  ships-of-wur  bearing  tlie  American  flag  is  a  rare  spectacle  in  the 


waters  of  Maine 
harbors. 

In  conclusion, 
the  returns  and  ! 
dences  of  the  cc 
the  British  Nortl 
be  deemed  perft 
yet  it  is  proper  f 
value  of  the  tra( 

It  is  well  kno> 
at  prices  much  I 
western  frontier 
trade  carried  on 
be  taken  by  the 
within  bounds  tc 
British  North  Ar 
of  dollars  annua 

It  is  universal 
border  trade  on 
principle.  This 
system  of  mutu? 
continent;  an  ac 
of  our  high  civil 

It  has  been  r 
Public  Wealth,) 
consume  our  pro 
land  and  the  em 
men  and  navigat 
with  such  oomm 
or  for  our  safety ^ 
riches  depend." 

The  trade  wit 
from  us  largely  < 
value  of  our  soil 
people.  It  grea 
giving  us  the  me 
our  strength  as  £ 
ties  we  absolute 
plying  the  neces 
infinitely  more  tl 
and  national  ricl 

The  undersigi 


Hon.  Thoma£ 


S.  Doc  112. 


87 


the  ira- 
to  pro- 
lents  of 
en  such 
or  four 
e  Royal 
ey  were 

legisla- 
nent  for 
them  to 

0  easily 
rovinces 
into  an 
leir  own 
issist  in 

1  favor- 
is  taken 
uestion,  ; 

several 
lived  to 
:!rica,  to 
govern- 
,  which 

danger, 
3ry  ves-i 
le  colo- 

a  line 
;  shores 
he  con- 

eatened 
iolation  ^ 
able  to 
as  well 
satened 
I,  cooing 
ly.  In 
;ies  and : 
gs  may 
policy, 
ierence 
hat  the 
0  those 
[nmand 
served, 
;  in  the 


waters  of  Maine,  while  British  armed  vessels  often  visit  our  coasts  and 
harbors. 

In  conclusion,  the  undersigned  would  respectfully  state,  that,  although 
the  returns  and  statements  herewith  submitted  furnish  gratifying  evi- 
dences of  the  commercial  intercourse  between  the  United  H  ates  and 
the  British  North  American  colonies,  and  although  those  returns  may 
be  deemed  perfectly  correct,  having  been  derived  from  official  sources, 
yet  it  is  proper  for  him  to  remark,  that  they  do  not  represent  the  whole 
value  of  the  trade. 

It  is  well  known  that  in  many  instances  colonial  produce  is  entered 
at  prices  much  below  its  real  value;  and  on  the  northeastern  and  north- 
western frontiers  of  the  United  States  there  is  ever  an  active  barter 
trade  carried  on  with  the  neighboring  colonies,  of  which  no  account  can 
be  taken  by  the  public  officers  on  either  side.  It  is  therefore  perfectly 
within  bounds  to  estimate  the  entire  exports  of  the  United  States  to  the 
British  North  American  colonies  as  now  amounting  to  eighteen  millions 
of  dollars  annually. 

It  is  universally  admitted  that  it  would  be  much  better  to  place  this 
border  trade  on  a  different  basis,  and  under  the  influence  of  a  higher 
principle.  This  would  enable  us  to  mature  and  perfect  a  complete 
system  of  mutual  exchanges  between  the  different  sections  of  this  vast 
continent ;  an  achievement  not  only  wise  and  advantageous,  but  wortliy 
of  our  high  civilization. 

It  has  been  remarked  by  a  learned  writer,  (Lord  Lauderdale,  on. 
Public  Wealth,)  that  "  Those  trades  may  be  esteemed  good  which 
consume  our  products  and  manufactures,  upon  which  the  value  of  our 
land  and  the  employment  of  our  poor  depend ;  that  increase  our  sea- 
men and  navigation,  upon  which  our  strength  depends ;  that  supply  us 
with  such  commodities  as  we  absolutely  want  for  carrying  on  our  trade, 
or  for  our  safety,  or  carry  out  more  than  they  bring  in,  upon  which  our 
riches  depend." 

The  trade  with  the  colonies  fulfils  all  these  considerations.  It  takes 
from  us  largely  of  those  products  and  manufactures  which  enhance  the 
value  of  our  soil,  and  give  profitable  employment  to  the  labor  of  our 
people.  It  greatly  increases  our  ships  and  the  numbers  of  our  seamen, 
giving  us  the  means  of  maintaining  our  navy,  and  adding  materially  to 
our  strength  as  a  nation.  It  supplies  us  cheaply  with  those  commodi- 
ties we  absolutely  require  for  conducting  our  foreign  trade,  and  sup- 
plying the  necessities  of  home  consumption.  And  lastly,  it  carries  out 
intiniteKr  more  than  it  brings  in,  and  so  adds  vastly  to  our  individual 
and  national  riches. 

The  uudersigued  has  the  honor  to  be  your  obedient  servant, 

L  D.  ANDREWS, 

United  States  Consul, 

Hon.  Thomas  Corwiv, 

Seaxtarij  of  the  TreoMury^  Wathington. 


1^ 


:t'      / 


^*ll 


# 


■t     J 


.m^ 


I  ■' 


t 


The  Bay  of  Fw 

of  Newj 

In  ccmnexion 
between  our  coi 
as  concerning  tb 
the  fishing  town 
of  Nova  Scotia, 
the  shores  of  Ci 
and  that  part  of 

It  is  sufficient 
t'ons  of  the  coa 
^Iagdalen  islanc 
distance  of  three 

It  has  been  cc 
opinion  of  the  la 
miles  are  to  be  i 
bays  or  indents « 
of  1818,  our  ves 
the  imperial  go^ 
tion  of  the  conve 
bays,  straits,  or 
miles  wide. 

But  even  this 
upon  our  industj 
to  show. 

The  fishing  gi 
the  bay  of  Fun< 
Sable  island;  oi 
within  the  Gulf  ( 
Straits,  beyond 

Our  vessels  p 
take  herrings  at 
is  true  that  they 
Newfoundland 
joint  right  of  fis 
,and  at  the  Mag( 


S.  Doc.  11!^. 


39 


S  .    ,      ,        ;UT, 


PART  I. 


'i*'i '-','('  'If'*'' 


^ 

^ 


Hf 


UW^' 


THE  DEEP-SEA  FISHERIES 


; 


The  Bay  of  Fundy,  along  the  coast  of  Nova  Scotia,  on  the  Grand  Bank 
of  Neufoundland,  and  within  the  Gulf  of  St.  Lawrence, 

In  connexion  with  the  pending  question  of*  commercial  reciprocity 
between  our  country  and  the  British  North  American  provinces,  and 
as  concerning  the  interests  of  a  large  and  valuable  class  of  citizens  in 
the  fishing  towns  of  New  England,  the  fisheries  on  the  Atlantic  coast 
of  Nova  Scotia,  as  also  those  within  the  Gulf  of  St.  Lawrence,  near 
the  shores  of  Cape  Breton,  Prince  Edward  Island,  New  Brunswick, 
and  that  part  of  Canada  known  as  Gaspe,  occupy  a  prominent  position. 

It  is  sufficient  at  this  moment  to  state  that,  except  near  certain  por- 
tions of  the  coasts  of  Newfoundland  and  Labrador,  and  around  the 
^f  agdalen  islands,  our  citizens  are  not  permitted  to  fish,  save  at  the 
distance  of  three  marine  miles  from  the  land. 

It  has  been  contended  by  the  provincial  authorities,  acting  under  the 
opinion  of  the  law-officers  of  the  Crown  in  England,  that  these  three 
miles  are  to  be  measured  from  headland  to  headland,  and  not  firom  the 
bays  or  indents  of  the  coast.  Under  this  c(mstruction  of  the  convention 
of  1818,  our  vessels  have  been  sometimes  seized  and  confiscated ;  but 
the  imperial  government  has  inclined  to  the  opinion  that  this  construc- 
tion of  the  convention  was  too  strict,  and  that  our  vessels  might  enter 
bays,  straits,  or  estuaries,  the  entrances  to  which  were  more  than  six 
miles  wide. 

But  even  this  modified  construction  of  the  convention  bears  hardly 
upon  our  industrious  fishermen  in  a  variety  of  ways,  as  I  now  proceed 
to  show. 

The  fishing  grounds  to  which  our  vessels  principally  resort,  are  in 
the  bay  of  Fundy;  along  the  Atlantic  coast  of  Nova  Scotia;  around 
Sable  island;  on  the  Grand  Bank  of  Newfoundland;  and  everywhere 
within  the  Gulf  of  St.  Lawrence,  as  far  north  as  the  entrance  to  Davis's 
Straits,  beyond  the  straits  of  Belleisle. 

Our  vessels  principally  fish  for  cod  and  mackerel,  although  they  also 
take  herrings  at  the  Magdalen  islands,  or  on  the  coast  of  Lsibrador.  It 
is  true  that  they  have  a  concurrent  right  of  fishing  on  the  west  coast  of 
Newfoundland  with  the  fishermen  of  England  and  France,  and  a 
joint  right  of  fishing,  with  British  subjects,  on  the  coast  of  Labrador 
,and  at  the  Magdalen  islands;  as  also  the  right  of  landing  at  such  places 


\  \\ 


# 


S;    Doc.    112. 


on  those  coasts  as  are  uninhabited,  for  the  purpose  of  curing  and  dryir^ 
their  fish ;  but  this  privilege  is  seldom,  if  ever,  exercised,  because  it  is 
of  no  practical  value  to  our  fishermen. 

Those  portions  of  the  coasts  of  Nova  Scotia,  Cape  Breton,  Prince 
Edward  Island,  and  New  Brunswick,  on  which  it  would  be  advai»- 
•tageous  for  our  fishermen  to  land  for  purposes  connected  with  the 
fisnery,  are  prohibited  by  reason  of  their  settlement  and  actual  occu- 
pation, while  they  are  shut  out  from  the  best  fishing  grounds  by  reason 
of  the  convention  of  1818,  which  excludes  them  from  taking  fish  within 
three  marine  miles  of  the  coast,  within  which  distance  the  best  fish  are 
often  found  in  greatest  abundance. 

The  limits  claimed  by  the  British  authorities  under  that  convention, 
if  strictly  enforced,  would  exclude  our  fishing  vessels  firom  the  bay  of 
Chaleur,  the  bay  of  Miramichi,  the  straits  of  Northumberland,  and 
George's  bay,  within  which  the  greatest  quantities  of  the  best  mack- 
erel are  now  taken  annually. 

If  an  arrangement  could  be  made  by  which  our  fishermen  would 
have  the  right  to  fish  within  three  miles  of  the  land,  wheresoever  they 
pleased,  on  the  shores  of  the  provinces,  and  also  the  right  to  land  on 
those  shores  anjrwhere — first  agreeing  with  the  owner  or  occupant  of 
the  soil  for  the  use  of  the  necessary  ground  for  fishing  stations — it  would 
tend  greatly  to  increase  the  quantity  of  fish  taken,  would  furnish  the 
market  with  a  well-cured  article,  enhance  the  profits  of  fishing  voyages, 
and  lead  to  a  considerable  extension  of  the  number  of  vessel  and  men 
now  employed. 

The  codfish  caught  in  the  Gulf  of  St.  Lawrence,  by  our  fishermen, 
are  pickle-salted  in  bulk,  on  board  the  vessels,  s&  they  are  caught,  and 
are  thus  brought  home  to  be  afterwards  dried  and  cured.  A  liberal 
supply  of  salt  is  used,  in  which  the  fish  first  caught  lie  four  months, 
and  the  last  caught,  one  month.  The  vitality t  so  to  speak,  of  the  meat — 
its  strength  and  flavor — is  quite  destroyed.  When  unladen  from  the 
vessel,  the  fish  are  found  to  be  of  a  dead,  ashy  color,  instead  of  the 
bright,  wholesome  hue  which  good  fish  should  have ;  and  so  brittle  as 
scarcely  to  bear  handling — with  hardly  any  smell  or  taste,  except  that 
imparted  by  salt.  The  home  consumption  of  such  an  unpalatable 
article  is  gradually  diminishing,  while  the  inferiority  of'the  cure  deprives 
us  of  the  advantages  of  foreign  markets,  fbr  which  these  fish  are  wholly 
unsuited. 

The  mackerel  taken  in  the  gulf  by  our  fishermen  are  split,  salted, 
and  dressed  while  the  vessel  is  under  way ;  and  it  often  happens  that 
a  full  fare  is  made  in  four  or  five  days,  when  these  fish  are  plentiful. 
In  such  case  the  vessel,  being  full,  must  leave  the  fishing  when  at  its 
best,  and  make  a  long  voyage  to  her  port  of  return,  in  the  northern 
States,  in  order  to  discharge;  and  before  she  can  again  reach  the  ground 
the  chances  are  that  the  fish  have  disappeared,  or  that  the  season  is 
over. 

If  our  mackerel  fishers  could  remain  upon  the  fishing  ground  during 
the  whole  season — touching  at  some  convenient  station,  occasionally,  to 
land  the  fish  on  board,  and  thus  keep  their  vessels  in  good  sailing  trim — 
five  or  six  fares  could  be  made  in  each  season,  instead  of  the  two 
fares  which  they  rarely  exceed  at  present.     The  right  of  fishing  within 


\ 


three  marine  mile 
erel  fishery ;  beca 
largest  $chidU,  in  > 

To  the  cod-fisli 
also  be  important 
bait  could  DC  moi 
cured,  and  fitter  f 
curing.  A  super; 
not  only  the  mai 
from  which  our  1 
cure. 

Immediately  al 
Lawrence,  everj 
shores,  in  order  to 
pate  in  this  fisher 
The  quantity  of  i< 
until  the  season  1 
could  land  and  se 
St.  Lawrence,  th( 
vessels,  and  wint< 
case  they  would 
the  moment  the  i< 
quantity  for  curin 
of  bait  for  the  eai 
approach  the  sh 
feed  upon  them, 
abundance  withir 
of  course,  they  n 
much  profit. 

Instead  of  retu 
ring  and  cod  w 
able  to  enter  the 
manner,  by  shor< 
sels  and  their  fis 
profitably  occupi 
succeed  each  oth 
of  every  descrip 
boats  and  vesseh 
erel,  might  be  f 
vessels  are  now  ( 
which  late  perio( 

Permanent  fig 
always  there,  w( 
our  fishermen, 
fall  fisheries,  firoi 
arrangements. 

It  is  only  nece 
which  occurred  i 
advantageous  it 
through  the  hea\ 
vessels  had  eac 


S.  Doc.  112. 


41 


I  '. 


three  marine  miles  of  the  land  is  very  important,  as  regards  the  mack- 
erel fishery ;  because  the  best  and  fattest  nsh  are  generally  found  in  the 
largest  tchvlUf  in  close  proximity  to  the  shores. 

To  the  cod-fisher,  the  right  to  dry  and  cure  his  fish  on  shore  would 
jilso  be  important.  The  vessel  could  be  kept  in  better  trim,  and  trcsh 
bait  could  DC  more  readily  procured;  the  fish  would  be  more  perfectly 
cured,  and  fitter  for  food,  than  under  the  present  mode  of  salting  and 
curing.  A  superior  quality  of  this  description  of  fish  would  open  to  U8 
not  only  the  market  of  California,  but  also  several  foreign  markets 
fi-om  which  our  fish  are  now  excluded,  by  reason  of  their  imperfect 
cure. 

Immediately  after  the  disappearance  of  the  ice  in  the  Gulf  of  St. 
Lawrence,  every  spring,  vast  quantities  of  henings  draw  near  the 
shores,  in  order  to  deposite  their  spawn.  Our  fishermen  cannot  partici- 
pate in  this  fishery,  because  they  are  unable  to  enter  the  gulf  so  early. 
The  quantity  of  ice  passing  out  by  Cape  Breton  prevents  their  doing  so 
until  the  season  for  this  prolific  fishery  has  passed.  If  our  fishermen 
could  land  and  set  up  fishmg  stations  on  the  coasts  within  the  Gulf  of 
St.  Lawrence,  they  might  send  home  the  season's  catch,  by  fi-eightinff 
vessels,  and  winter  their  boats  and  part  of  their  vessels  there.  In  such 
case  they  would  be  ready  to  participate  in  the  early  herring  fishery, 
the  moment  the  ice  left  the  shores ;  and  having  procured  a  sufficient 
quantity  for  curing,  they  would  also  be  furnished  with  an  ample  supply 
of  bait  for  the  early  cod-fishing,  which  is  excellent.  As  the  herrings 
approach  the  shores  they  are  naturally  followed  by  the  cod,  which 
feed  upon  them.  In  the  early  part  of  May  the  cod  are  found  in  great 
abundance  within  half  a  mile  or  a  mile  of  the  land,  in  very  shoal  water, 
of  course,  they  may  be  taken  with  perfect  ease,  and  therefore  with 
much  profit. 

Instead  of  returning  to  their  port  of  ownership  with  the  fares  of  her- 
ring and  cod  which  might  thus  be  taken  before  our  vessels  are  now 
able  to  enter  the  gulf,  these  cod  would  be  dried  and  cured  in  the  best 
manner,  by  shore  crews,  and  rendered  fit  for  any  market.  The  ves- 
sels and  tneir  fishing  crews  might  at  the  same  time  be  constantly  and 
profitably  occupied  in  pursuing  closely  the  several  fisheries,  as  they 
succeed  each  other,  throughout  the  entire  season,  securing  the  best  fisn 
of  every  description,  in  the  largest  quantities.  By  leaving  some  of  the 
boats  and  vessels  on  the  coast,  the  fisheries,  especially  that  for  mack- 
erel, might  be  prosecuted  until  some  time  after  the  period  when  our 
vessels  are  now  obliged  to  leave  the  gulf  on  their  homeward  voyage,  at 
which  late  period  the  finest  fall  mackerel  are  always  taken. 

Permanent  fishing  stations  within  the  gulf,  with  boats  and  vessels 
always  there,  would  render  the  fishing  season  considerably  longer  for 
our  fishermen.  They  would  then  share  in  the  early  spring  and  late 
fall  fisheries,  fi:om  both  which  they  are  now  excluded  by  the  existing 
arrangements. 

It  is  only  necessary  to  advert  to  the  firightful  loss  of  life  and  property 
which  occurred  in  the  Gulf  of  St.  Lawrence  last  October,  to  show  how 
advantageous  it  would  be  to  our  citizens,  if,  instead  of  remaining  at  sea 
through  the  heavy  gales  which  fi-equently  occur  in  the  gulf,  their  fishing 
vessek  had  each  some  convenient  fishing  station,  well  sheltered,  to 


;    V. 


II H 


I 


S.  Doc.  112. 

which  they  could  resort  at  all  times,  and  where  the  crews  could  be  ren- 
dered  useful  oa  shore  during  the  continuance  of  bad  weather  at  sea. 

Natigation  ^  the  8t,  Lawrence, 

In  connexion  with  the  right  to  land  and  cure  fish  on  the  shores  of 
the  gulf,  the  free  navigation  of  the  river  St.  Lawrence  becomes  a  mat' 
ter  of  much  importance. 

The  fish  caught  by  our  fishermen  in  the  gulf,  instead  of  being  sent  by 
the  long  and  dangerous  voyage  around  Nova  Scotia,  in  order  to  rcacn 
some  port  in  the  Union  from  whence  to  be  sent  into  the  interior,  might, 
when  ready  for  market,  be  shipped  in  our  own  vessels  from  the  fishing 
stations  on  the  coast,  and  these  vessels  proceeding  up  the  St.  Law> 
rence,  might  reach  any  or  all  of  the  ports  or  places  on  the  great  lakes, 
where  a  supply  of  sea-fish  is  highly  prized. 

The  numerous  and  constantly  increasing  body  of  consumers  in  the 
great  West,  even  to  its  remotest  extremity,  would  thus  be  furnished 
with  good  fish  at  reasonable  rates,  caught  and  cured  by  our  own  hardy 
fishermen,  and  transported  in  our  own  vessels. 

♦».  ■      "    ■■ 
French  Fisheries  at  Newfoundland, 

The  recent  movements  in  France  with  regard  to  bounties  on  fish 
caught  at  Newfoundland,  and  exported  to  foreign  countries,  are  singu- 
larly interesting  at  the  present  time,  because  it  will  be  found,  from  what 
follows,  that  the  changes  which  take  place  during  the  present  year  in 
the  allowance  of  those  bounties  are  calculated  to  exercise  a  powerful 
efiect  on  the  deep-sea  fisheries  of  the  United  States.* 

Hereafter,  we  are  to  have  fish  caught  and  cured  by  citizens  of 
France,  entering  our  markets  under  the  stimulus  of  an  extravagant 
bounty,  to  compete  \yith  the  fish  caught  and  cured  by  our  own  citizens. 

This  altogether  new  and  unexpected  movement  on  the  part  of  France 
has  already  attracted  attention,  and  excited  much  interest  and  uneasi- 
ness among  the  fishermen  of  the  eastern  States.  The  matter  at  present 
Btands  thus : 

The  law  of  France  which  granted  bounties  to  the  sea  fisheries  being 
about  to  expire,  the  prdect  of  a  new  law  was  submitted  to  the  National 
Assembly  on  the  20th  December,  1860,  by  the  government.  An  able 
report  on  these  fisheries  was  at  the  same  time  submitted,  which,  among 
other  things,  sets  forth,  that  the  bounties  paid  by  France  during  the 
nine  years  from  1841  to  1860  inclusive,  for  the  cod-fishery  only,  hod 
amounted  to  the  mean  annual  average  of  3,900,000  francs;  the  number 
of  men  employed  annually  in  this  fishery  amounting  to  11,600  on  the 
average.  The  annual  expense  to  the  nation  was  therefore  338  francs 
per  annum  for  each  man.    France,  it  is  said,  thus  trains  up  able  and 

'Translations  of  recent  legislative  documents  of  the  National  Assembly  of  France  are  ap- 

^nded  to  this  report,  and  to  these  reference  is  made  for  fiill  particulars.  For  these  and  other 

valuable  documents  the  undersigned  is  indebted  to  Hon.  Abbott  Lawrence,  minister  at  the 

court  of  St.  James,  to  whom  his  best  acknowledgments  are  justly  due,  uul  are  respecfifblly 

teaderad. 


',1 


hardy  seamen  foi 
thev  were  trainee 
A  committee  o 
prf)posed  law,  ai 
port,  it  appearfl  t 
and  privueges,  w 
they  are  conducti 
was  recommnndf 
this  elaborate  re 
on  the  22d  July, 
ary,  1862,  until  t 
ment  of  the  cod 


1.  For  each  n 
coast  of  Newfoui 
Bank,  60  francs. 

2.  For  each  n 
Iceland,  without 

3.  For  each  n: 
without  drying,  < 

4.  For  each  n 
francs. 


1.  Dried  cod  ( 
the  same  is  caug 
nies  in  America 
coast  of  Africa, 
at  apart  where  th 
220}  pounds  avt 

2.  Dried  cod 
where  caught,  o 
States  within  tl 
quintal  metriquc 

3.  Dried  cod 
America  or  Ind 
without  being  w 

4.  Dried  cod 
caught,  or  from 
metriquc,  12  fra 


6.  Cod  livers 
the  product  of  i 

From  the  for 
some  grounds  1< 


B,  Dot.  lift. 


48 


,1 
ft 


hardy  seamen  for  her  navy,  who  would  cost  the  nation  much  more  if 
they  were  trained  to  the  sea  on  board  vessels  of  war. 

A  committee  of  the  National  Assembly  reported  at  length  upon  the 
pmposed  law,  and  the  state  of  the  deep-sea  fisheries.  From  this  re- 
port, it  appears  that  these  fisheries,  although  enjoying  large  bounties 
and  privileges,  were  languishing,  owing  to  the  grefit  distance  at  which 
they  are  conducted,  and  a  farther  increase  of  bounties  on  exportation 
was  recommended,  in  order  to  stimulate  their  drooping  energies.  Upon 
this  elaborate  report,  the  National  Assembly  passed  the  proposed  law 
on  the  2Sd  Jul^,  18A1.  It  provides  that,  from  the  first  day  of  Janu- 
ary, 1862,  until  the  30th  June,  1861,  the  bounties  tor  the  encourage- 
ment of  the  cod  fisheiy  shall  be  as  follows: 

Bountiet  to  the  Crew, 

1.  For  each  man  employed  in  the  cod  fishery,  with  drying,  on  the 
coast  of  Newfoundland,  at  St.  Pierre,  and  Miquelon,  or  on  the  Grand 
Bank,  60  francs. 

2.  For  each  man  employed  in  the  fisheries  in  the  seas  surrounding 
Iceland,  without  drying,  50  francs. 

3.  For  each  man  employed  in  the  cod  fishery  on  the  Grand  Bank, 
without  drying,  30  francs. 

4.  For  each  man  employed  in  the  fishery  on  the  Dogger  Bank,  15 
francs. 

Bountiet  on  the  Products  of  the  Fisheries* 

1.  Dried  cod  of  French  catch,  exported  directly  fi-om  the  place  where 
the  same  is  caught,  or  from  the  warehouse  in  France,  to  French  colo- 
nies in  America  or  India,  or  to  the  French  establishments  on  the  west 
coast  of  Africa,  or  to  transatlantic  countries,  provided  the  same  are  landed 
at  a  port  where  there  is  a  French  consul,  per  quintal  metrique,  (equal  to 
220}  pounds  avoirdupois,)  20  francs. 

2.  Dried  cod  of  French  catch,  exported  either  direct  fi-om  the  place 
where  caught,  or  fi-om  ports  in  France,  to  European  countries  or  foreign 
States  within  the  Mediterranean,  except  Sardinia  and  Algeria,  per 
quintal  metrique,  16  francs. 

3.  Dried  cod  of  French  calch,  exported  either  to  French  colonies  in 
America  or  India,  or  to  transatlantic  countries,  firom  ports  in  France, 
without  being  warehoused,  per  quintal  metrique,  16  francs. 

4.  Dried  cod  of  French  catch,  exported  direct  firom  the  place  where 
caught,  or  from  the  ports  of  France,  to  Sardinia  or  Algeria,  per  quintal 
metrique,  12  francs. 

Bounty  on  Cod  Livers. 

5.  Cod  livers  which  French  fishing  vessels  may  bring  into  France  as 
the  product  of  their  fishery,  per  quintal  metrique,  20  firancs. 

From  the  foregping  scale  of  bounties,  it  will  be  seen  that  there  are 
some  grounds  for  the  feaxs  entertained  by  the  fishermen  of  New  Eng- 


•  it 


44 


S.  Doe    112. 


f 


«      :i 


>• 


if 


land,  that  the  dried  cod  caught  and  cured  by  the  French  at  Newfound- 
land wiU  be  introduced  into  the  principal  markets  of  the  United  States, 
with  the  advjintage  of  a  bounty  very  nearly  ecjual  to  two  dollars  lor 
each  American  quintal — a  sum  almost  equal  to  what  our  fishermen  ob- 
tain (ix  their  dried  fish  when  brought  to  market.  It  must  not  be  over- 
looked, (Uther,  that,  besides  this  excessive  bounty  on  fish  exported  to 
transatlantic  countries,  the  French  fisherman  will  enjoy  also  the  bounty 
of  fifty  francs  (almost  ten  dollars)  per  man  lor  each  of  the  crew,  a  far- 
ther Iwunty  of  twenty  francs  per  quintiil  metrique  on  the  cod-oil  which 
he  lands  in  France ;  and  farther,  uii  ahnost  entire  remission  of  the  duties 
on  stUt  used  at  Newfoundland. 

With  comi)ctition  at  hand  so  encouraged  and  stimulated,  it  will  soon 
be  necessary  to  give  our  fishermen  every  facility  and  advantage  for  pur- 
suing their  business  which  by  any  possibility  can  be  procured  for 
them. 

By  the  treaty  of  Paris  of  1824,  the  French  were  restored  to  the 
fisheries  at  Newfoundland.  They  in  a  short  time  took  possession  of  the 
west  coast  and  the  northeast  coast,  and,  under  the  high  stimulus  afforded 
by  their  heavy  bounties,  they  nearly  drove  the  British  fishermen  off*  of 
those  coasts,  and  competed  successfully  with  them  in  the  foreign  mar 
kets  they  bad  previously  supplied.    ^ 


\ 


i'it> 


•n- 


: 


h 


In  obedience 
submitted  on  the 
merce  of  the  gre 
and  value  of  th 
places  where  ori 
present    enumei 
crews,  whether 
ments  of  the  pr€ 
thcii-  hree  naviga 
provements  con 
quired;  the  cha 
mineral  wealth, 
cumjaccnt  distri* 
harbors,  light-hcj 
secure  navigntic 
moval  of  obstac 
lor  the  developn 
mable  resource 
rounding  them. 
It  has  been 
statements  on  s( 
of  proper  legal 
tions  in  that  re 
expense  of  the 
Most  of  the  offi 
and  are  desirou 
in  their  power, 
merce,  and  in 
chandise,  and  ( 
frequently  furni 
and  commerce. 
The  interest 
vanced  by  exp 
proper  form  fc 
tabular  statemt 
without  legal  ] 
structions  pres 
compensate  th 
Several  of  the 
frontier  now  r 
onerous  servic 


a  Doc.  118. 


45 


PART  II. 


THE  TRADE  OP  THE  LAKES. 

In  obedience  to  your  instructions,  the  following  detailed  report  \» 
submitted  on  the  condition,  history,  and  prospects  otthe  trade  and  com- 
merce of  the  great  lakes  of  America;  the  clinracter,  nature,  quality, 
and  value  of  their  imporis,  exports,  and  coast-wise  shipments,  tfie 
places  where  originated,  and  whether  on  the  increase  or  decrease;  the 
j)resent  enumeration  of  their  entrances,  clearances,  tonnage,  and 
crews,  whether  progressive  or  retrogressive ;  with  comparative  state- 
ments of  the  present  and  past  years ;  the  facilities  and  obstructions  to 
theii-  h-ee  navigation  and  the  transportation  of  goods ;  the  internal  im- 
provements completed,  under  way,  projected,  or  imperatively  re- 
quired; the  character  for  pnxluctivcness,  whether  of  agricultural  or 
mineral  wealth,  or  of  that  arising  from  fisheries  or  the  Ibrest  of  the  cir- 
cumjacent districts ;  the  growth,  prospects,  and  present  condition  of  the 
harbors,  light-houses,  beacons,  piers,  and  other  works  indispensable  to 
secure  navigation;  and  lastly,  the  farther  works  of  construction,  re- 
moval of  obstacles,  and  general  improvements  of  navigation,  requisite 
!or  the  development  and  exploration  to  the  fullest  extent  of  the  mesti- 
mable  resources  of  these  noble  waters,  and  the  vast  territories  sur- 
rounding them. 

It  has  been  difficult  to  obtain  much  information  and  full  detailed 
statements  on  some  of  these  points,  owing,  it  is  believed,  to  the  absence 
of  proper  legal  requirements  and  authoritative  departmental  instruc- 
tions in  that  respect,  and  the  want  of  means  (except  at  the  private 
expense  of  the  officers  and  others)  of  furnishing  sucn  statistical  data. 
Most  of  the  officers  of  the  customs  on  the  lake  frontier  are  attentive, 
and  are  desirous  of  furnishing  all  the  statistical  and  general  information 
in  their  power,  and  many  ot  the  citizens  engaged  m  trade  and  com- 
merce, and  in  the  shipment  and  transportation  of  produce  and  mer- 
chandise, and  especially  incorporated  companies  or  associations,  have 
frequently  furnished  the  public  with  useful  information  on  the  lake  trade 
and  commerce. 

The  interests  of  those  engaged  in  such  business  are  ordinarily  ad- 
vanced by  expositions  of  such  data.  But  full  and  authentic  data,  in 
proper  form  tor  ready  compilation  and  condensation  into  intelligible 
tabular  statements,  especially  those  for  comparison,  cannot  be  obtained 
without  legal  provision  to  such  end,  and  particular  departmental  in- 
structions presenting  uniform  abstracts.  Funds  are  also  necessary,  to 
compensate  the  time  and  labor  devoted  to  such  important  service. 
Several  of  the  most  valuable  revenue  officers  on  the  lake  and  inland 
frontier  now  receive  inadequate  compensation  for  their  faithful  and 
onerous  services.    And  with  respect  to  federal  officers,  ^nctttality 


ill 


4$ 


S.  Doc.  119. 


i'.'j; 


should  be  enforced  by  leral  enactments.  The  organization  of  a  sta- 
tistical office,  the  duties  oi  which  should  include  the  decennial  census, 
as  a  permanent  bureau  attached  to  the  proper  department  at  Washing* 
ton,  to  which  full  information  and  data  from  all  the  departments  and 
offices  at  the  seat  of  government  and  throughout  the  Union,  and  from 
all  our  officers  abroad,  should  be  rendered,  and  which  could  obtain 
like  information  from  the  State  governments  and  other  trustworthy 
sources,  and  from  foreign  governments  likewise,  might  prove  eminently 
useful. 

Properly  established,  and  conducted  by  intelligent,  accurate,  indus- 
trious persons,  it  might  easily  collect  quarterly  all  the  retjuisite  data  of 
our  trade  and  commerce  with  foreign  countries,  of  our  mternal  trade 
and  commerce,  of  our  internal  improvements  and  internal  transporta- 
tion, of  our  growing  resources  in  every  quarter,  and  of  our  coast-wise 
trade.  And  all  statistical  data  that  might  be  wanted,  could  be  advan- 
tageously published  in  advance  of  every  session  of  Congress.  That 
such  information  would  be  invaluable  to  the  statesmen  of  this  country 
who  seek  to  legislate  upon  national  principles,  no  one  can  deny.  That 
vigilant  detector,  the  public  press,  woula  then  be  enabled  to  expose 
errors  or  fallacies  in  time  to  prevent  their  causing  inconvenience. 

Other  governments,  less  Lberal  than  ours,  seek  such  information  to 
enable  them  to  find  new  objects  for  tajccuion :  it  would  be  especially 
important  to  ours  as  enabling  it  to  abolish  indirect  or  direct  restrictions 
ana  burdens  upon  the  advancement  of  every  branch  of  industry,  as  it 
might  then  do  without  danger  of  mistake  as  to  the  facts.  The  para- 
mount duty  of  tliis  government  is  to  relieve  the  people  from  all  un- 
necessary taxation,  and  this  measure  would  tend  to  further  such  object. 
Congress  would  not  then,  as  is  now  too  often  the  case,  be  compelled  to 
legislate  on  such  subjects  in  the  dark,  by  conjecture,  or,  what  is  infi- 
nitely worse,  upon  the  false  data  and  incorrect  and  deceptive  statistics 
furnished  by  interested  persons. 

Notwithstanding  the  difficulties  now  existing,  it  is  believed  that  an 
approximation,  sufficiently  near  the  realities  of  the  case  to  convey 
an  adequate  understanding  of  the  subject,  has  been  attained  in  the 
following  pages  ;  and  that  the  results,  as  shown,  will  be  alike  gratify- 
ing to  the  enlightened  and  patriotic  statesman,  as  displaying  the  im- 
mense development  and  incalculable  prospects  of  the  resources  of  his 
country,  and  astonishing  to  the  casual  observer,  who  has,  it  is  probable, 
never  regarded  the  lake  trade  of  the  West  as  the  right  arm  of  the 
nation's  commerce,  or  its  area  as  the  cradle  of  national  wealth,  pros- 
perity, and  progress. 

For  the  convenience  of  reference  and  comparison,  as  well  as  from 
regard  to  historical  and  geographical  propriety,  the  matter  collected 
on  this  subject  has  been  thus  divided  and  arranged : 

A  review,  general  and  detailed,  of  each  of  the  lake  districts  of  col- 
lection, seventeen  in  number,  commencing  from  the  Vermont  district 
to  the  eastward  as  the  first,  and  among  the  first  constituted,  and  tlicnce 
proceeding  westward  to  the  head  of  Lake  Superior. 

To  each  of  these  districts  is  attached  a  synopsis  of  such  commercial 
and  custom-house  statistics  as  were  attainable,  and  found  to  be  to  the 


point ;  also,  a  gen 
and  back  countri 
reference  to  the  w 
To  enter  in  this 
admitted  as  the 
and  extensive  con 
little  appears  to 
lation  to  our  owr 
and  prosperity  of 
past  history,  prej 
social,  and  politico 
impertinent. 

In  the  first  plac 
legislators  at  the  f 
commerce  has  gi 
and  to  threaten  it 
a  perception  of  tl 
and  inland  naviga 
the  public  to  eftec 
enterprise  of  indi> 
influence  of  the 
It  appears,  more 
that,  because  our 
an  increase  under 
made  no  greater  < 
of  government ;  j 
has  so  succeeded, 
To  these  propc 
First.  That  the 
kets  the  surplus  \ 
ports  from  the  sa 
That  this  mai 
opulent  commerc 
;    but  the  construct 
That  without  j 
merce  would  be 
would  be  injurioi 
That,  for  the  i 
must  be  of  raw  r 
the  fisheries,  anc 
That  even  wh 
port  shall  be  mo 
of  raw  produce, 
large  commercia 
of  supplying  ma 
turing  populatioi 
That  of  those 
as  foreign  nor  ui 
every  ton  native 
at  home  for  hon 


S.  Doc.  112.  4111 

point ;  also,  a  general  synopsis  of  the  lakes,  severally,  with  their  trade 
and  back  countries;  and  added  to  these,  detailed  statistical  tables  in 
reference  to  the  whole  of  the  great  8t  Lawrence  basin. 

To  enter  in  this  place  on  a  discussion  to  prove  what  is  so  generally 
admitted  as  the  advantages  accruing  to  a  country  from  a  various 
and  extensive  commerce,  would  be  superfluous  ;  but,  nevertheless,  so 
little  appears  to  be  known,  and  such  limited  interest  to  be  felt,  in  re- 
lation to  our  own  internal  commerce,  and  to  its  bearing  on  the  trade 
and  prosperity  of  the  country  at  large,  that  a  few  words  on  its  nature, 
past  history,  present  requirements,  and  bearing  on  our  commercial, 
social,  and  political  condition,  will  not,  it  is  presumed,  appear  entirely 
impertinent. 

In  the  first  place,  the  general  self-gratulation  of  the  people  and  their 
legislators  at  the  fact  that  within  scarcely  a  century's  lapse  our  foreign 
commerce  has  grown  up  to  be  second  only  to  that  of  Great  Britain^ 
and  to  threaten  it  also  with  rivalry,  appears*  to  have  blinded  them  to 
a  perception  of  the  difference  of  the  circumstances  attending  maritime 
and  inland  navigation ;  of  the  reasons  why  the  latter  requires  aid  from 
the  public  to  eflfect  what  in  the  former  is  safely  left  to  the  means  and 
enterprise  of  individual  communities ;  and,  lastly,  of  the  preponderating 
influence  of  the  latter  on  the  former  branch  of  national  prosperity. 
It  appears,  moreover,  to  have  led  casual  observers  to  the  opinion 
that,  because  our  maritime  commerce  has  experienced  so  wonderful 
an  increase  under  circumstances  somewhat  untoward,  it  could  have 
made  no  greater  or  further  progress  if  liberally  fostered  by  the  hand 
of  government ;  and,  secondly,  that  because  one  branch  of  commerce 
has  so  succeeded,  all  other  branches  can  so  succeed. 

To  these  propositions  it  may  be  replied,  briefly : 

First  That  the  maritime  commerce  merely  exports  to  foreign  mar- 
kets the  surplus  productions  of  our  country,  whereby  to  purchase  im- 
ports from  the  same  or  similar  markets. 

That  this  maritime  commerce  is  sustained  for  the  most  part  by 
opulent  commercial  communities,  on  whom  no  burdens  rest,  at  farthest, 
but  the  construction  of  their  own  harbors  and  their  maintenance. 

That  without  a  supply  of  produce  for  exportation,  the  foreign  com- 
merce would  be  carried  on  under  such  an  adverse  balance  of  trade  as 
would  be  injurious  rather  than  profitable. 

That,  for  the  present,  the  preponderance  of  our  foreign  exportations 
must  be  of  raw  material,  as  agricultural  produce,  produce  of  the  forest, 
the  fisheries,  and  the  field. 

That  even  when  this  ceases  to  be  the  case,  and  our  articles  of  ex- 
port shall  be  more  largely  manufactures  and  articles  of  luxury,  in  lieu 
of  raw  produce,  the  necessity  of  raw  produce  to  the  seaboard  and  the 
large  commercial  cities  will  still  exist  and  increase,  from  the  necessity 
of  supplying  material  and  subsistence  for  the  commercial  or  manufac- 
turing population. 

That  of  those  articles  of  raw  material  which  are  neither  shipped 
as  foreign  nor  used  as  domestic  provision,  such  as  minerals  and  metals, 
every  ton  native,  brought  into  the  domestic  market  and  manufactured 
at  home  for  home  use,  supplants  so  much  of  foreign  raw  material  or 


48 


S.  Doc.  112. 


manufacture,  and  tends  thereby  so  far  to  change  the  balance  of  trade  in 
our  favor. 

It  is  contended  by  some  political  economists,  that  of  nations  engaged 
in  commercial  pursuits,  the  largest  exporters  and  the  smallest  im- 
porters must  be  the  gainers,  since  a  large  excess  of  importation  must 
cause  a  drain  of  the  precious  metals  to  pay  for  such  excess.  It  does 
not  follow  that  if  this  be  true  as  to  foreign  or  maritime  commerce,  it 
is  equally  so  as  to  inland  or  interior  trade. 

The  Ibrmer  cannot  exist  but  by  means  of  the  latter ;  the  latter  may 
exist,  and  in  some  sort  flourish,  without  the  aid  of  the  former. 

Again,  for  articles  of  bulk  and  weight,  no  means  of  transportation 
can  compete  with  water  carriage,  especially  for  great  distances.  It  is 
the  best  and  the  cheapest. 

This,  then,  is  the  position  of  our  inland  and  maritime  navigation  and 
commerce :  the  former  is  the  feeder  of  the  latter,  the  source  of  its 
greatness ;  for  at  such  a  Vast  distance  do  our  granaries  and  storehouses 
of  agiicultural  and  mineral  wealth  lie  from  our  marts  and  workshops, 
that  but  for  the  network  of  lakes,  rivers,  and  artificial  improvements 
with  which  our  country  is  so  wonderfully  intersected,  they  could  never 
be  rendered  available  for  exportation,  or  home  consumption  on  the  sea- 
board, and  in  the  old  and  thickly  settled  districts. 

These  considerations  show  the  interest  which  the  external  or  mari- 
time commerce  has  in  the  advancement  of  the  lake  trade  and  naviga- 
tion ;  and  establish  that  the  maritime  commercial  communities,  and  the 
commonwealth,  should,  as  a  matter  of  justice  and  duty,  as  well  as  of 
expediency,  aid  liberally  all  improvements  which  may  facilitate  the 
prosecution  of  business,  the  cultivation  and  exploitation,  and  yet  more 
the  transportation,  of  that  produce  which  is  necessary  to  the  existence 
of  the  one,  and  the  well-being  of  the  other.  The  lake  trade  is  obliged 
to  effect  much  more  by  its  own  means  than  the  foreign,  and  it  has 
infinitely  less  means  whereby  to  effect  it. 

It  is  well  known  that  this  inland  or  lake  trade  is  in  the  hands 
of  new  States,  peopled,  for  the  most  part,  by  emigrants,  whose  chief 
possession  is  their  industry,  swelling  the  coffers  of  the  older  and 
wealthier  communities.  The  latter  now  virtually  demand  that  these 
infant  States  shall  not  only  produce,  but  transport  produce,  and  clear 
the  Av  ay  for  that  transportation,  for  their  benefit,  at  their  own  expense. 
Hence  the  expediency  and  justice  of  lending,  under  these  circumstances, 
federal  aid  to  the  new  States,  so  far  as  removing  or  surmounting  such 
obstacles  in  free  channels  of  trade  open  to  all  or  any  States,  as  are 
offered  by  the  flats  of  the  Lake  St.  Clair,  the  rocks  and  shoals  of  Lake 
George,  or  the  Sault  St.  Marie,  is,  it  is  considered,  incontestable. 

The  detJiils  of  the  districts,  and  the  general  synopsis  of  the  lakes 
and  lake  country,  will  undoubtedly  suffice  to  establish  the  facts  and 
show  the  realities  of  the  vast  extent  of  the  existing  trade,  its  past 
growth,  and  its  gigantic  future.  But  a  brief  glance  at  its  general  fea- 
tures may  be  useful  for  the  concentration  of  ideas  and  ready  percep- 
tion of  results. 

The  coast  line  embraced  in  this  report  includes  both  shores  of  Lake 
Champlain,  with  which  it  commences  (discharging  its  waters  into  the  St. 
LawTcnce  by  the  Sorel  or  Richelieu  river,)  the  southern  bank  of  the  river 


a  Boc.  112. 


4d 


m 


St.  Lawrence,  Lake  Ontario,  the  Niagara  river,  and  Lake  Erie,  to  the 
dividing  line  between  New  York  and  Pennsylvania;  thence  the  southern 
coast  of  Lake  Erie  to  the  Pennsylvania  and  Ohio  line;  thence  the 
southwestern  coast  of  the  same  lake  to  the  Michigjin  line;  and  thence 
the  whole  southern  banks  of  the  Detroit  river,  St.  Clair  lake  and  river, 
the  western  coast  of  Lake  Huron,  along  the  southern  peninsula  of  Michi- 
gan, the  whole  coasts  of  Lake  Michigan,  including  the  shores  of  Uli- 
iiois,  Ohio,  Wisconsin,  and  Michigan,  and  all  the  southern  and  south- 
western coast  line  of  Lake  St.  George,  the  river  St.  Mary's,  and  Lake 
Superior,  including  the  shores  of  northern  Michigan,  Wisconsin,  and 
Minnesota,  to  the  frontier  of  the  British  possessions  at  the  outlet  of 
Rainy  lake  and  Lake  of  the  Woods  into  the  waters  of  Lake  Superior. 
The  extent  of  the  whole  line  exceeds  three  thousand  miles  in  length, 
and  embraces  portions  of  the  following  States,  several  of  them  the 
wealthiest  of  the  entire  Union:  Vermont,  New  York,  Pennsylvania, 
Ohio,  Michigan,  Indiana,  Illinois,  Wisconsin,  and  the  Minnesota  Terri- 
tory, on  the  one  side ;  while  the  lakes  open  to  our  commerce  on  the  other 
a  coast  line  of  nearly  equal  extent,  and  in  some  parts  of  hardly  inferior 
fertility,  on  the  Canadian  shore.  Tlie  lakes  themselves,  with  their  sta- 
tistics of  measurement,  are  as  follows: 


Lakes. 

Greatest 
length. 

Greatest 
breadth. 

Mean  depth. 

Elevation. 

Area. 

Sunerior 

MUf 

MUcs. 

Feet. 
900    ' 
900 
900 
84 
600 

Feet. 

627 

678 

674 

666 

232 

Square  mUes, 

32,000 

22,000 

20,400 

9,600 

6,300 

Michigan 

U20.     1       100 

Huron 

Erie 

240 
180 

80 
35 

Ontario 

Total 

1,655 

• 

_   • 

— 

90,000 

These  lakes  are  estimated  to  drain  an  entire  area  of  335,616  square 
miles,  and  discharge  their  waters  into  the  ocean  through  the  river  St, 
Lawrence,  which  is  rendered  navigable  from  Lake  Erie  downward  to 
all  vessels  not  exceeding  130  feet  keel,  26  beam,  and  10  feet  draught, 
and  the  free  navigation  of  which  for  American  bottoms  may,  it  is  antici- 
pated, be  acquired  by  the  concession  of  reciprocity  of  trade  to  thS  Ca- 
nadian government. 

The  whole  traffic  of  these  great  waters  may  be  now  unhesitatingly 
stated  at  $326,000,000,  employing  74,000  tons  of  steam,  and  138,000 
tons  of  sail,  for  the  year  1851 ;  whereas,  previous  to  ISOO  there  was 
scarcely  a  craft  above  the  size  of  an  Indian  canoe,  to  stand  against  an 
aggregate  marine,  built  up  within  lialf  a  century,  in  what  was  then  al- 
most a  pathless  wilderness,  of  215,000  tons  burden.  It  may  be  inter- 
esting to  state  that  the  first  American  schooner  on  Lake  Erie  was  built 
at  Erie,  Pennsylvania,  in  1797,  but  she  was  lost  soon  afterward,  and 
the  example  was  not  followed. 


iT      ' 


m 


S.  Doc.  112. 


J 


i 


Mi 

la 


Another  point  should  bcj  here  mentioned  in  regard  to  this  vast  aug- 
mentation of  maritime  force  and  tonnnge,  which  is  that  the  increase  ot 
business  is  most  iniide«innlely  represented  by  the  increase  of  tonnage; 
since,  by  the;  increjised  cipncities  of  the  vessels,  their  speed  while  under 
way,  their  despatch  in  loading  and  unloading,  and  the  substitution  of 
steam  as  a  motive  power,  lx)th  tor  sail  on  the  waters  and  lor  human 
labor  at  the  dock,  the  amoimt  of  trnttic  actually  performed  by  the  same 
amount  of  tons  in  .1851,  as  compared  with  lliut  pcrtbrmed  in  1841,  is 
greater  by  ten-f<)ld. 

To  illustrate  ihis  position,  it  is  worthy  of  notice  that,  in  1839,  the 
twenty-live  liirgest  steamers  on  these  lakes  had  an  average  of  449  tons 
burden,  the  largest  being  of  800  tfms^  In  1S51  the  average  of  the 
twenty-five  largest  fell  little  short  of  1,000  tons,  and  the  average  of  the 
whole  steam  fleet,  consisting  of  lo7  steamers  and  propellers,  was  437 
tons.  Ten  y(!ars  hUicv,  from  a  week  to  ten  days  was  allowed  to  a  first- 
rate  steamer  for  a  voyage;  from  Buffalo  to  Detroit  and  back.  In  1851, 
three  days  only  were  required  by  first-rate  steamers,  and  four  to  five 
by  propellers. 

These  facts  show  that  four  times  as  much  business  is  transacted  in 
1851  by  ten  steamers,  as  was  effected  by  the  same  number  in  1841. 
TJie  substitution  of  steam  for  sail  in  the  same  period  has,  it  is  evident, 
effected  a  yet  greater  increase  in  the  speed  of  transit  and  celerity  of 
transhipment;  and  this  substitution  is  hourly  on  the  increase;  in  proof 
of  which,  of  7,000  tons  of  shii)ping  now  on  the  stocks  at  Buffalo,  250 
only — one  brig — are  sail;  all  the  remainder  steam  or  propellers. 

Of  this  latte'r  species  of  vessels  the  increase  is  so  great  and  so  reg- 
ular, and  so  rapidly  are  they  growing  into  favor,  that  there  can  be  but 
little  doubt  that  they  arc  destined  ,  ultimately  to  supersede  vessels  pro- 

{)elled  by  sail  only,  especially  tor  voyages  of  moderate  length,  and  in 
ocalities  where  fuel  is  abundant  and  easily  to  be  procured.  In  no  re- 
gion of  the  globe  are  these  two  conditions,  on  which  rests  the  availa- 
bility of  screw-steamers,  more  perfectly  complied  with  than  on  the 
lakes,  where  the  longoit  voyages  do  not  exceed  three  weeks,  at  an  ex- 
treme calculation,  and  where  bituminous  coal  of  a  very  fine  quality  can 
be  procured  at  an  average  price  of  l^iree  dollars  and  a  half  per  ton, 
ana  at  many  points  at  two  and  a  half  on  the  docks. 

The  following  table,  taken  from  a  very  valuable  report  by  Messrs. 
Mansfield  and  Gallagher,  of  the  statistics  and  steam  marine  of  the  United 
States  for  1861,  will  show  the  comparative  force  of  the  steamers  em- 

Eloyed  in  the  oceanic  and  the  lake  trade,  and  will  exhibit  a  result  suf- 
ciently  surprising  to  readers  unacquainted  with  the  business  of  the  in- 
terior. 


Desoriptio 


Ocean  steamers, 
Ordinaiy  steamei 
Propellers 
Steam  ferry  boat 

Total  coast.. 

Ordinary  stcamt 
Propellers 
Steam  ferry  boat 

Total   lake  an 

Steam  marine,  ( 
«  i«      ii 

Total 

Excess  of  lake  a 


The  distributu 
Distric 


The  number 


Cham 
Ontar 
Erie. 
Strait 
Michi 


S.   Doc.  112. 


51 


■\: .  ' 


Description  of  vessels. 

Number. 

Tonnage. 

Officers 
and  crewB. 

Ocean  sten.mers,  (coasts 

96 

382 

67 

SO 

91,476 
90,738 
12,245 
18,041 

4,648 

6,311 

642 

Ordinai'v  steamers     "      

ProDellers                  '*      

Steam  ferrv  boats      "      

369 

J 

Total  coast 

625 

212,500 

11,770 

Ordinary  steamers,  (lake  and  liver) 
Propellers                         "            " 
Steam  ferry  boats            "            " 

663 
52 
50 

184,262 

15,729 

4,733 

16,67 
817 
214 

Total   lake  and  river 

765 

204,725 

17,607 

Steam  marine,  coast. 

625 
765 

212,500 
204,725 

11,770 
17,607 

"            "      inland 

Total 

1,390 

417,226 

29,377 

Excess  of  lake  and  river . .  ....... 

1406 

7,775  dim. 

6,837 

The  distribution  of  steamers  in  the  basin  of  the  lakes  is  as  follows ; 

District  of  Burhngton 11      -    • 

Plattsburgh * 6 

Ogdensburgh 4      .  ' 

'                         Sackett's  Harbor 1       f    ^ 

Oswego 9            .< 

Rochester. . , 2 

Niagara 1 

Bufialo...; 42        '    " 

Presque  Isle 7 

Cleveland 13             ;, 

Sandusky 1 

Toledo 4          „^. 

'-'              ->            Detroit 47           ^J 

Michiliraackinac 12 

Chicago 4 

The  number  on  each  lake  is — 


4'; 

'i  '  _ 

x  /I 

„!■  i 


Champlain 17 

Ontario 17 

Erie 114 

Straits 12 

Michigan ■•    14 


62 


\ 


S.  Doc.   112. 


The  entire  number  of  vessels  and  crews  of  the  interior  trade  amounts 
to  140  bottoms,  and  6,837  men,  in  excess  of  the  whole  ocean  and  coast 
navy,  though  the  tonnage  employed  in  the  latter  is  smaller  by  7,775 
tons. 

It  is  for  this  wealthy  commerce  of  the  interior  that  all  the  Atlantic 
cities  are  now  striving,  in  earnest  competition,  by  the  creation  of  new 
outlets  and  avenues,  lor  its  transaction ;  and  this  very  competition  is 
good  evidence  that  all  the  eastern  or  New  England  and  micfdle  States 
are,  in  some  sort,  more  or  less  affected  by  it. 

The  great  system  of  exchange  between  the  cities  of  the  ocean  sea- 
board and  the  entire  West  is  transacted  through  the  lakes,  and  the 
channels  connected  with  them;  and  it  is  rtot  uninteresting  to  observe  that 
the  increase  of  the  population  in  the  Atlantic  States,  and  that  of  the 
tonnage  of  the  West,  have  kept  even  pace  with  each  other. 

.,    -    ,•         *       Table  of  population  and  tonnage,  '     • 


Tears. 


1790 
1800 
1810 
1820 
1830 
1840 
1860 


«l 


1,009,823 
1,233,315 
1,471,891 
1,659,808 
1,954,717 
2,234,822 
2,728,106 


s 

£ 
I 

V 

Pi 


22.1 
19.3 
12.8 
17.7 
14.3 
22.07 


1.2 
l| 

?3  §• 
.'2  »« 


958,632 
1,401,070 
2, 014, 695 
2,699,845 
3,587,664 
4, 526, 260 
5,898,735 


2 

o 

3 


hi 


958.6 
46.15 
43.79 
34 

32.88 
26.16 
30.32 


«  9 


None. 

50,240 

272,324 

792,719 

1,470,018 

2,967,840 

4,721,430 


hi 


(J 

fk 


442.04 
191.09 

85.43 
101.89 

59.08 


o 
fi. 


^ 


None. 


3,500 

20,000 

75,000 

215,787 


V.  'i  .,.■'{  - 


\ 


a 


5 


In  this  schen 
Maine,  New  1 
Connecticut,  pt 
of  2,728,106,  b( 

The  Middle  i 
sess  an  area  of 
or  68.80  persoi 
Ohio,  Indiana, 
Territory,  have 
4,721,430,  or  1 

When  this  la 
the  middle  Stat 
tary  to  the  trad 
reason  to  belie\ 
that  result  shall 
derful  and  gran 
now  born,  whe: 
lake  country  sh! 
And  what  will  1 
gregate  tonnage 
years,  from  noth 

It  is  stated  th 
niciii,,  fui  Lue  b( 
tion,  has  been  i 
the  lakes,  the  bi 
that,  too,  in  fact 
ble  disadvantag 
bors,  there  is  gi 
the  ocean  itself 

It  may  be  we 
disasters  on  the 
ble,  but  which  I 
at  a  small  outla; 
as  that  of  any  o 

The  disadvai 
that  while  the  ] 
violent  as  thos( 
allow  of  a  vesse 
any  duration;  si 
on  which  she  m 
<langer.  In  like 
diminutive,  and 
that  a  vessel  ca 
sidious  drill  whi 

The  following 
during  the  four 
enough  to  plead 
some  means  of 
ous  seas  of  the 


S.  Doc.  112. 


cNe 


!» 


In  this  scheme  it  must  be  observed  that  the  six  New  England  States, 
Maine,  New  Hampshire,  Vermont,  Rhode  Island,  Massachusetts,  and 
Connecticut,  possess  an  area  of  G3,32G  square  miles,  with  a  population 
of  2,728,106,  being  43.09  persons  to  the  square  mile. 

The  Middle  States,  New  York,  New  Jersey,  and  Pennsylvania,  pos- 
sess an  area  of  100,320  square  miles,  with  a  population  of  5,898,736, 
or  68.80  persons  to  the  squ;ire  mile;  while  the  northwestern  States, 
Ohio,  Indiana,  Illinois,  Michigan,  Iowa,  Wisconsin,  and  the  Minnesota 
Territory,  have  an  area  of  373,259  square  miles,  with  a  population  of 
4,721,430,  or  12.70  persons  to  the  square  mile.  • 

When  this  last  division  shall  have  become  as  densely  populated  as 
the  middle  States  now  are,  it  will  contain  a  population,  clirectly  tribu- 
tary to  the  trade  of  the  lakes,  of  22,000,000  ol  souls;  and  there  is  every 
reason  to  believe  that  the  increase  of  population  will  be  as  rapid,  until 
that  result  shall  be  fully  attained,  as  it  has  been  since  1800.  How  won- 
derful and  grand  a  spectacle  will  it  then  be  to  many,  doubtless,  of  those 
now  born,  when,  at  the  commencement  of  the  twentieth  century,  this 
lake  country  shall  be  seen  supporting  a  population  of  so  many  millions ! 
And  what  will  then  be  the  amount  and  value  of  that  trade,  and  the  ag- 
gregate tonnage  of  that  marine,  which  has  sprung  up,  in  less  than  forty 
years,  firom  nothing  to  two  hundred  thousand  tons  of  steam  and  shipping! 

It  is  stated  that  the  entire  amount  of  appropriations  made  by  govem- 
ruciit,  Aui.  liie  benefit  of  all  rivers  and  harbors,  since  its  first  organiza- 
tion, has  been  $17,199,233,  of  which  only  $2,790,999  were  devoted  to 
the  lakes,  the  balance  being  all  for  the  Atlantic  coast  and  rivers ;  and 
that,  too,  in  face  of  the  facts,  that  in  consequence  of  several  unavoida- 
ble disadvantages,  in  the  present  condition  of  the  lake  coasts  and  har- 
bors, there  is  greater  proportional  loss  of  life  on  these  waters  than  on 
the  ocean  itself  and  all  its  tributary  seas. 

It  may  be  well  to  note  here  the  loss  of  property  and  life  by  marine 
disasters  on  the  lakes,  which  are  not  only  m  themselves  most  lamenta- 
ble, but  which  become  far  more  deplorable  when  it  is  considered  that 
at  a  small  outlay  the  navigation  could  be  rendered  as  safe,  at  the  least, 
as  that  of  any  other  waters. 

The  disadvantages  alluded  to  above  are  to  be  found  in  the  facts, 
that  while  the  lakes  are  exposed  to  squalls,  gales,  and  tempests,  as 
violent  as  those  of  the  ocean,  they  have  not  sufficient  sea  room  to 
allow  of  a  vessel  scudding  before  the  weather,  since,  if  the  gale  were  of 
any  duration,  she  would  soon  run  from  one  end  to  the  other  of  the  lake, 
on  which  she  might  be  caught,  and  so  incur  fresh  and  perhaps  greater 
danger.  In  like  manner,  the  breadth  of  these  basins  is  so  comparatively 
diminutive,  and  so  much  beset  with  dangerous  reefs  and  rocky  islands, 
that  a  vessel  cannot  long  he  to,  in  consequence  of  the  terrible  and  in- 
sidious drift  which  is  ever  liable  to  drive  her  to  unflircscen  destruction* 

The  following  table  will  exhibit  the  loss  of  life  and  property  incurred 
during  the  four  last  succeeding  years,  which  are  surely  disastrous 
enough  to  plead  trumpet-tongued  with  government  for  the  extending 
some  means  of  security  and  protection  to  the  navigators  of  those  peril- 
ous seas  of  the  interior. 


I  ,1 


M 


S.  Doc.  112. 


I 


ik 

Years. 

Property. 

LiTei. 

1848 

$420,512 
308,171 
558,820 
730,537 

55 

1849 

34 

I860 

395 

1851 

79 

*    Total  of  four  vcurs 

2,078,040 

503 

t 

The  excess  of  lives  lost  in  1850  Wii.s  occasioned  by  the  explosion  of 
the  boilers  on  board  two  steamers,  and  the  burninj^  of"  the  third,  which 
had  on  board  a  hirgo  number  of  emigrants;  this  may  be  therefore 
in  some  degree  deemed  accidental  and  extraordinary,  as  such  catas- 
trophes are  of  rare  occurrence  on  the  lakes.  The  great  prepon<lerance, 
however,  of  the  year  1851  over  those  of  1848  and  1849,  has  no  such 
palliation,  since  they  were  the  effect  of  heavy  gales,  the  absence  of 
harbors  necessary  for  the  protection  of  mariners,  and  the  obstruction  of 
the  mouths  of  sudi  as  do  exist,  by  bars,  on  which  a  terrible  surf  breaks, 
and  which  entirely  preclude  the  possibility  of  entering  the  place  to  which 
they  have  in  vain  fled  for  refuge.  It  is  of  little  benefit  to  the  mariner 
that  the  government  has  expended  comparatively  inconsiderable  amounts 
in  the  erection  of  piers  and  light-houses  at  the  entrance  of  a  few  bar- 
mouthed  rivers  and  liarbors. 

The  total  of  the  losses  on  tlie  Atlantic,  Gulf  of  Mexico,  and  Pacific 
coasts,  in  the  year  1851,  amounted  to  328  vessels,  and  many  hundred 
lives,  out  of  a  total  marine  measuring  3,550,404  tons,  being  a  loss  of 
one  vessel  to  every  10,844  tons  of  shipping. 

The  lake  losses  of  the  same  year  were  42  vessels,  and  79  lives,  out 
of  a  marine  measuring  215,975  tons,  being  a  loss  of  one  vessel  to  every 
S,142  tons  of  shipping.  The  proportion  of  vessels  lost  on  the  lakes 
is  therefore  much  in  excess  of  tlie  losses  on  the  ocean  coasts,  and  that 
of  lives  still  more  so. 

In  this  point  of  consideration  it  is  worlliy  of  re?iiark  that  a  single 
powerful  government  steam-dredge  could  be  kept  continually  in  com- 
mission, and  employed  during  seven  months  of  the  5'ear,  which  could, 
with  perfect  ease,  remove  the  obstructions  on  the  flats  of  Lake  St. 
Clair  and  Lake  St.  George,  open  the  bars,  and  deepen  the  beds  of  all 
the  harbors,  from  one  extremity  of  the  lakes  to  the  other,  in  the  course 
of  a  very  few  j'eius,  and  keep  them  unobstructed,  thenceforth  to  the 
end  of  time,  by  an  annual  appropriation  of  one-fourth  the  amount  of 
the  augmented  compensation  recently  granted  to  thc^  CoUins  line  of 
stearners;  and,  of  course,  two  sucli  vessels,  materially  lessening  the 
duration  of  the  work,  for  one-half  that  appropriation. 

Nor  does  it  appear  that  the  opening  an  area  so  vast  to  the  enterprise 
•  pnd  efficiency  of  our  inland  commerce,  giving  perfect  protection  to  so 
important  a  branch  of  the  national  marine  as  that  employed  in  the  navi- 
gation of  the  lakes,  is  an  end  less  worthy  than  the  furthering  and  en- 
couraging any  system  of  post  office  transportation,  and  ocean  steam- 


i 


S.  Doc.  112. 


marine,  howover  incomparable  its  dcserls;  and  this  without  regarding 
the  preservation  of  what  is  generally  held  invuluuhle  among  earthly 
things — the  life  of  human  beings. 

Tlie  expediencjy  and  justice  are  thus  sliown  of  extending  some  meed 
55  of  protection  and  cncounigement  to  tiie  regions,  with  their  ports,  har- 

34  bors,  and  marine  comnuniiciitions,  which  sire  the  thentre  of  a  cf)mmerce 

395  so  valuable  as  thiU  for  which  nil  the  Atlantic  cities  an;  contending;  and 

79  to  perfect  the  internal  and  inland  coniniunications  of  which,  by  canals 

and  railroads,  the  young  States,  in  which  that  thejilre  is  placed,  are 
making  so  gi'eat  eflints. 

The  policy  of  doing  so  cannot  but  be  seen  on  considering  the  effect 
which  the  construction  of  railways,  the  opening  of  canals,  and  the 
facilitation  by  idl  menus  of  trnnsportution  and  intercommunication,  has 
upon  the  growth  of  cities,  the  population,  cultivation,  wealth  and  pros- 
perity of  districts,  wliich  actiiall}'-  seem  to  grow  and  expnnd  in  arith- 
metical progression  to  the  rntio  of  their  improved  accestiibility,  and  the 
i      number  of  tlieir  outlets  nnd  nvenuf.-s  for  commerce  and  immigration. 

It  may  not,  therefin'c,  be  now  iinjx'rliiient  to  exninine  the  operation 
of  these  influences  on  the  unj)nrnllcled  increase  of  the  West,  which  can 
in  fact  be  trnccd  diri'ctly  to  these;  en  uses. 

It  has  been  shown  alrendy  timt,  however  remote  the  period  of  the 
discovery,  explorntion  nnd  pnitinl  colonizntion  of  these  wilds  and 
waters,  anji;hing  like  practical  nnvigation  of  them  for  commercinl  pur- 
poses was  unnltempted  until  nfter  the  commencement  of  this  century. 
In  1G79  a  French  craft  indeed  w^as  launched  at  Erie,  Permsylvania, 
for  the  expedition  of  the  celebrnted  nnd  unfin-lunate  La  Salle;  but  this, 
which  was  an  experiment  lor  a  specinl  purpose,  wholly  unconnected 
with  trade,  was  not  followed  up.  In  1797,  as  hns  been  before  stated, 
the  first  Americnn  vessel  was  launrhcd  on  the  lakes.  In  1810  the  first 
steamer  was  built  on  the  waters  of  Lnke  Ontnrio,  nnd  the  first  o:  '  ike 
Erie  in  1818.  For  some  consideralile  time  the  first  vessels  put  in  rum- 
mission  on  Lake  Erie  were  used  merely  for  facilitating  the  movements 
and  operations  of  the  Indian  traders,  carrying  westward  supplies  and 
trinkets  for  the  trade,  nnd  returning  witii  cnrgoes  of  furs  and  peltries. 
In  182-5  the  Erie  cnnal  was  completed,  and  its  influence  began  at  once 
to  be  felt  through  the;  western  country.  The  westfun  portion  of  the 
State  of  New  York  immediately  began  to  assume  an  air  of  civilization 
and  to  ndvimce  in  commercial  growth.  This  influence  continued  still 
to  increase  until  the  Welland  canal  and  the  Ohio  canals  were  completed. 
The  tonnage,  which  had  then  int:reased  to  nlwut  20,000  tons,  found  at 
this  time  full  employment  in  carrying  emigrants  ;ind  their  supplies  west- 
ward, which  continued  to  be  their  principal  trade  till  183o,  when  Ohio 
began  to  export  breadstuffs  and  provisions  to  a  small  extent.  In  1800 
Ohio  had  45,000  inhabitants;  in  ISIO,  230,7 00;  in  1S20,  581,434;  in 
1S30,  937,903. 

Daring  this  year  a  portion  of  the  canals  was  opened,  and  during  the 
ten  years  next  ensuing  after  1830  some  five  Inmdred  miles  of  canals 
had  been  completed,  connecting  llie  Inkes  by  two  lines  with  the  Ohio. 
Under  the  iuHuenct;  of  tliese  improvements  the  population  of  the  State 
augmented  to  1,519,407  individuals.  In  1S35  she  exported  by  the 
lakes  the  equivalent  of  543,815  bushels  f>f  wheat.     In  1840  her  ex- 


i! 


1« 


56 


S.  Doe.  112. 


ports  of  the  same  nrticle  over  the  same  waters  were  equivalent  to 
3,800,000  bushels  of  wheat,  being  an  increase,  in  the  space  of  five  years, 
in  the  articles  of  wheat  and  flour,  of  what  is  equal  to  3,300,000  bushels 
of  wheat,  or  nearly  six  hundred  per  centum.  These  articles  are  sc- 
lected,  as  being  the  most  bulky,  in  order  to  illustrate  the  effect  of  canals 
upon  lake  commerce.  At  this  period,  1840,  there  were  not  completed 
over  two  hundred  miles  of  railway  in  the  State,  and  this  distance  was 
composed  of  broken  portions  of  rfmds,  no  entire  route  existing  as  yet 
across  the  length  or  breadth  of  the  »State.  In  1850,  there  were  in  opera- 
tion something  over  four  hundred  miles  of  railroad,  and  rather  a  greater 
length  of  canals,  while  the  population  had  increased  to  1,908,408,  and 
her  exports,  by  lake,  of  wheat  and  flour,  were  equivalent  to  6,764,075 
bushels  of  wheat,  and  that,  too,  in  spite  (jf  the  flict  that  the  crop  of  1849 
was  almost  an  absolute  failure  throughout  the  W«'st. 

In  1851  the  exports  of  wheat  and  flour,  by  lake,  were  equivalent  to 
no  less  than  12,193,202  bushels  of  wheat ;  and  the  cost  of  freight  and 
shipping  charges  on  this  amount  of  produce  lidls  little,  if  any,  short  of 
$510,000 ;  noiirly  the  whole  amount  having  reached  the  lakes  via  the 
canals  and  railways  of  Ohio. 

Similar  sketches  of  the  other  northwestern  States,  during  their  rise 
and  advancement  to  their  present  condition  of  prosperity,  and  influence 
on  the  confederation,  might  be  adduced  in  tins  place,  idl  equally  flat- 
tering to  the  energy  and  enter jnise  of  the  western  people,  and  to  the 
influence  of  internal  improvement  on  commerce;  but  this  narrative  of 
the  eldest  State  of  the  group  will  suffice  to  illustrate  the  subject,  and 
give  some  idea  of  the  unexampled  progress  of  the  whole. 

Westward  of  Ohio,  the  Waoash  canal  brings  the  vast  productions  of 
Indiana  to  the  lakes,  passing  through  a  small  portion  of  Ohio,  from  the 
port  of  Toledo  to  the  junction,  thence  to  Evansville,  on  the  Ohio  river, 
and  traversing  the  entire  length  of  the  Wabash  valley,  one  of  the  finest 
wheat  and  corn  countries  in  all  the  West.  This  canal  is  four  hundred 
and  sixty-four  miles  in  length,  and  is  one  of  the  most  impoitant  oi'  re- 
cent improvements. 

It  is  worthy  of  note  here  that,  in  addition  to  its  vast  commercial  bu- 
siness by  the  great  lakes,  Ohio,  and  more  particularly  its  commercial 
capital,  Cincinnati,  the  largest,  wealthiest,  and  finest  city  of  the  west, 
and  the  great  emporium  of  that  region,  has  an  immense  commerce, 
both  in  exports  and  imports,  by  the  rivers  Ohio  and  Mississippi ;  and 
it  appears  that  a  larger  portion  of  groceries  are  imported  for  the  use  of 
the  mterior,  into  Cincinnati,  by  the  river,  than  to  the  lake-board,  via 
the  lakes  ;  and  farther,  that  while  a  much  larger  portion  of  the  trade 
in  cereal  produce  goes  by  the  lakes,  a  majority  of  the  live  stock  and 
animal  provisions  is  sent  by  the  rivers  or  otherwise.  No  ill  effect  is 
produced,  however,  on  either  commercial  route,  l)y  this  competition,  but 
rather  the  reverse,  there  being  times  when  either  route  alone  is  closed 
to  navigation-— the-lakes  during  the  winter  by  the  ice,  and  the  Ohio  by 
the  failure  of  its  wat^rg,  during  the  summer  droughts.  There  is,  more- 
over, commerce  enougfe-amply  to  sustain  both  channels ;  and  while  the 
State,  its  beautiful  capitfil  in  particular,  is  a  great  gainer,  no  port 
or  place  of  business  is  a  loser  by  this  two-fold  avenue  and  outlet  for 
Oommercial  transportation. 


The  nouthem 
botli  at  Toledo,  ( 
westward,  throu; 
founticH  of  Indin 
cuHtern  border  of 
fertile  fKjrtions  o 
jtD  entire  length, 
the  commerce  of 
Farther  to  the 
railway  eommun 
with  New  Buflld 
done  more  to  dc 
it  forward  to  its 
Cities,  villages, 
everywhere  alon 
of  their  business 
The  Pontine  i 
points  t)l'  the  intc 
lakes. 

Following  the 

over,  as  presenti 

tiie  principal  of 

the  I'ontiac  ruilr 

river,  opposite  t( 

niuuicate  with  a 

on  Lake  Ontaric 

Canada,  from  T 

tanguishine,  on  i 

the  Sault  Ste.  ] 

demanded  and  1 

last  effected,  v 

devijlop  and  bri 

Lake  Superior. 

Southward  ol 

Lnk(!  Michigan, 

northern  j)ortior 

mf!n,  trappers,  ' 

of  no  internal  ir 

Passing  sout 

interior  of  Wis( 

in  the  internal  i 

portancf}  to  the 

fi'cted  in  any  p 

and  th(!  canal  t 

which  opens  tl 

veriid,  although 

igate  th(!  lakes 

means  necessai 

is  found  in  the 

upper  valley  < 


S.  Doc.  112. 


57 


1 


i 


The  Hotithcrn  Michlgnn  nnd  northern  Indiana  railway  terminates 
botli  at  Toledo,  Ohio,  and  at  Monroe,  Michigan,  on  the  lakes,  and  runs 
vv'cittward,  through  tht^  southern  counties  of  Michigan  and  the  northern 
counticH  of  Indiana,  to  Chicago,  at  the  head  of  Lake  Michigan,  op  the 
cuHtern  border  of  Illinois.  This  road  passes  through  sonic  of  the  most 
fertile  f)ortionH  of  these  States,  and,  being  recently  completed  through 
iti)  entire  length,  may  be  conlidcntly  l<x)kcd  to  as  sure  to  add  greatly  to 
the  commerce  of  the  lakes  at  its  termini.  • 

Farther  to  the  northward,  on  t}i<'  Detroit  river,  the  central  Michigan 
railway  communicates  across  the  peninsula,  from  the  city  of  Detroit, 
with  New  Bullido  and  the  lake;  and,  having  been  open  some  years,  has 
done  more  to  develop  the  matchless  resources  of  this  State,  and  to  urge 
it  forward  to  its  present  commanding  position,  than  any  one  other  route. 
Cities,  villagers,  and  l{*rge  flouring  nulls  are  springing  into  existence 
everywhere  along  the  line  of  this  road,  depending  upon  it  as  the  avenue 
of  their  business  to  the  lakes. 

The  Pontiac  railway  and  many  plank  roads  connect  various  other 
iMjints  of  the  inleriof ,  and  are  vastly  beneficial  to  the  commerce  of  the 
lukeg. 

Following  the  line  of  the  lakes  westward.  Lake  Huron  may  be  passed 
over,  tt»  presenting  nf)  internal  improvements  worthy  of  note.  One  of 
the  principal  of  those  which  are  already  projected,  is  the  extension  of 
the  rontiae  railroad  to  Saginaw,  touching  at  a  point  on  the  St.  Clair 
river,  opposite  to  Sarnia,  Canada  West,  where  it  is  destined  to  com- 
municate with  a  branch  of  the  great  western  railway  from  Hamilton, 
on  Lake  Ontario,  to  Lake  Huron.  Another  road  is  also  projected  in 
Canada,  Irom  Toronto,  across  the  peninsula,  by  liake  Simcoe,  to  Pene- 
tunguishine,  on  the  great  Georgirm  bay,  which  will  shorten  the  route  to 
the  Saull  Ste.  Mari(?,  by  many  hundred  miles,  and,  should  the  much 
demanded  and  long  proposed  ship  canal  around  the  Sault  be  now  at 
last  efJccted,  will  tend  more  largely  than  any  other  improvement  to 
devi-'lop  and  bring  to  a  market  the  incalculable  mineral  resources  of 
Lake  Superior. 

Southward  of  Lake  Superior,  and  bordering  on  the  western  shore  of 
Lak(!  Michigan,  lies  the  upper  or  northern  peninsula  of  Michigan,  and  the 
nortlnTU  ])ortion  of  Wisconsin,  little  known  as  yet,  except  to  lumber- 
men, trappers,  traders  and  voyagcurs,  and  natundly  hitherto  tlie  theatre 
of  no  internal  improvements  tributary  to  the  commerce  of  the  lakes. 

Passing  southward,  however,  to  Green  bay,  and  its  sources  in  the 
interior  of  Wisconsin,  there  are  lately  completed  some  improvements 
in  the  internal  navigation  of  that  State,  which  are,  perhaps,  of  more  im- 
portance to  the  future  growth  of  the  lake  commerce  than  any  yet  per- 
ii'cted  in  any  part  of  the  State.  These  are  the  works  on  the  Fox  river, 
and  th(!  canal  connecting  the  waters  of  that  stream  with  the  Wisconsin, 
which  <»pen8  the  steam  navigation  of  the  lakes  to  river  craft,  and  vice 
versd,  although  it  is  scarcely  probable  that  the  same  vessels  which  nav- 
igate tJH!  lakes  will  pass  through  the  rivers.  This,  in  fact,  is  by  no 
means  necessary  to  tne  success  of  the  project,  the  importance  of  which 
is  found  in  the  fact,  that  by  it  the  steam  route  from  the  Atlantic  to  the 
upper  valley  of  the  Mississippi  is  incredibly  shortened;  and  thereby 


}■  It 


is 


S.  Doc.  112. 


the  wholp  trnde,  springing  into  existence  throughout  that  vast  upper  1 
country,  is,  in  a  greiit  degree,  rendered  tributary  to  the  lakes. 

The  junction  of  the  Wisconsin  and  Mississippi  rivers  is,  in  fact,  by 
this  route  brought  nearer  to  tlie  lakes  than  to  St.  Louis ;  and  the  trans- 
portation of  g<KKls  being  by  an  uninterrunted  line  of  steamboat  navi- 
gation throughout  the  whole  chain  of  hiKes  and  across  the  State  of 
Wisconsin,  tiie  trade  to  be  one  day  transacted  by  this  route  will  bo 
enormous. 

The  riclniess  of  the  soil  of  Wisconsin  in  the  valleys  of  the  rivers,  and 
on  the  bonh'rsof  Lake  Winnebago,  is  rarolv  surpassed  or  equalled,  and 
towns  containing  from  one  to  thrive  thousand  inhabitants  arc  everywhere 
springing  into  existence  through  her  tcrritorii's,  which  are  probably  des- 
tmed  to  become,  in  a  few  years,  great  i-ommcrcial  cities. 

Southward  of  this  route  there  are  no  very  important  channels  of  com- 
munication tributary  lo  the  lakes  until  we  rencli  Chicngo,  where  Lake 
Michigan  is  conneeied  with  the  Illinois  river  by  a  canal  of  100  miles  in 
length,  opening  to  that  lake  the  vast  wealth  iuid  trulhc  of  the  richest 
corn  vnlley  in  tlu^  known  world. 

Railroads  are  also  projected  Inim  Mihvnukie,  one  of  which  is  com- 
pleted some  H)rty  miles  to  the  westward,  which  is  destined  to  extend  to 
the  Mississippi.  There  are  also  plank  roads  from  many  points,  more 
or  less  us(!ful  as  avenues  of  commerce  to  the  lakes:  at  present,  howev- 
er, the  only  connnunication  between  the  northern  and  southern  routes 
is  by  the  Illinois  and  Michigan  canal.  This  was  originally  hitended  lo 
bo  a  ship  canal,  connecting  Chicago  with  Peru,  un  the  Illinois  river,  but 
was  only  constructed  equal  to  the  admission  of  ordinary  canal  boats, 
which  cfui,  on  reaching  the  latter  pf)int,  be  towed  by  steam  down  the 
river  to  St.  Louis,  and  return  thence  laden  with  sugar,  hemp,  tobacco, 
flour  or  grain,  and  thence  by  horse  power  to  Chicago. 

Whether  the  original  plan  of  this  canal  will  ever  be  carried  out,  is  at 
best  very  problematical,  since  there  are  obstacles  in  the  periodical  shal- 
lowness of  the  waters  of  the  IlUnois  which  would  frustrate  the  only  object 
of  the  improvement,  to  wit,  the  through-navigation  of  the  works  by 
lake  craft. 

This  canal  was  opened  in  May,  1S4S,  and  the  first  section  of  the 
Chicago  and  Galena  railroad  in  March,  1849.  In  1S47,  the  year  pre- 
vious to  the  opening  of  the  canal,  the  real  estate  and  personal  property 
in  Cook  county,  of  which  Chicago  is  the  capital,  was  valuedat  $6,189,385, 
and  the  State  tax  was  $18,162.  In  the  year  following,  when  the  canal 
had  been  one  season  in  operation,  the  valuation  rose  to  $6,986,000,  and 
the  State  tax  to  $25,848.  In  1851  this  valuation  had  risen  yet  farther 
to  the  sum  of  $9,431,826,  and  the  State  tax  to  $56,937.  In  1840  the 
]5opulation  of  Cliicago  was  4,479,  and  the  valuation  of  property  not  far 
from  $250,000;  while  in  1851  the  population  was  about  36,000,  and  the 
assessed  valuation  of  real  and  personal  property  was  $8,562,717.  In 
1847  the  population,  according  to  the  city  census,  was  16,859;  in  1848 
it  was  20,023 ;  in  1849,  23,047;  and  in  'l850,  according  to  the  United 
States  census,  29,963;  having  increastid  twice  more  rapidly  than  before, 
since  the  completion  of  the  canal.  The  population  of  Chicago  at  this 
lime — August,  1852 — is  nearly,  if  not  quite,  40,000. 
In  regard  to  this  train  of  argument,  and  to  this  view  of  the  effect  of 


internal  improver 
einl  condition  of  t 
the  same  train  ot 
to  the  east  of  the 
ton,  and  other  citi 
the  internal  chani 
setts.  I 

In  1800, the  c| 

of 

Boston 

Philadelphia  c| 
Cincinnati . . 
Buflfalo 

Oswego 1 

Albany .  -  - 

Chicago . . 

St.  Louis . 

Hence  it  appe 
tionofNewYmk 

Boston,  once  in 
every  6J;  Alba; 
This  covers  a. 
riod  of  forty  ye: 
in  every  15  ye: 
in  16;  Cincinnai 

inSj. 

From  1820  to 

York  doubled  o 

bany,  15i;  Cin* 

From  1830  to 

tion— this  being 

canal,  but  befoi 

owing  to  the  nt 

New  York,  15 

Cincinnati,  8J; 

and  Sandusky, 

ring  which  nea 

by  means  of 

various  lines  oi 

duplication  in 

been  truly  astc 

froDi  the  East 

According  t* 

York  would  d( 

delphia,  in  12 

St.  Louis,  in 

dusky,  5i;  CI 

Hence  it  i\\ 

table  laws  to 

merce.     The 


S.  Doc.  112. 


S» 


internal  improvrmenU  on  tlie  jOfrowth  of  the  Wrst,  and  on  tho  comnier- 
cinl  condition  of  that  portion  of  the  country,  it  will  be  well  to  foUow  up 
the  snmc  train  of  examination  in  relation  to  the  ^rowlli  ot'c(>rtuin  points 
to  the  east  of  the  great  hil\<'s,  such  as  Buffalo,  New  York,  Oswego,  Bos- 
ton, and  other  cities  directly  affected  by  the  same  commerce,  through 
the  internal  channels  of  communication  in  New  York  and  Massachu- 
setts. 
In  1800,  the  city  of  New  York,  with  its  suburbs,  had  a  pf)pulation 
of C.3,000— in  1850,  of 700,000 


Boston 38,000 

Philadelphia  city  and  co.  73,000 

Cincinnati 750 

Buffalo 

Oswego 

Albany 5,349 

Chicago 

St.  Louis 2,000 


212,000 
450,000 
115,436 
42,260 
12,206 
60,763 
29,963 
77,860 


Hence  it  appears,  that  between  the  years  ISOO  and  1850  the  popula- 
tion of  Newlork  and  its  suburlis  doubled  itself  once  in  every  16  years; 
Boston,  once  in  every  25 J;  Philadelphia,  in  every  20;  Cincinnati,  in 
every  6J;  Albany,  in  every  15;  St.  Louis,  in  eveiy  9 J  years. 

This  covers  a  term  of  half  a  century;  but  from  1810  to  1850,  a  pe- 
riod of  forty  years,  the  population  of  New  York  doubled  itself  once 
in  every  15  years;  Philadelphia,  in  18 J;  Boston,  in  18 J;  Albany* 
in  16;  Cincinnati,  in  7;  St.  Louis,  in  9 J  ;  Buffalo,  in  8  J,  and  Detroit, 
in  8J. 

From  1820  to  1850,  a  period  of  thirty  years,  the  population  of  New 
York  doubled  once  in  13  years;  Philadelphia,  in  16;  Boston,  15;  Al- 
bany, 15J;  Cincinnati,  7^;  St.  Louis,  7;  Buffalo,  6J;  Detroit,  8. 

From  1830  to  1850,  a  period  of  twenty  years,  the  term  of  duplica- 
tion— this  being  the  first  census  taken  after  the  opening  of  the  Erie 
canal,  but  before  its  influence  had  been  much  felt  on  the  seaboard, 
owing  to  the  non-completion  of  the  Ohio  and  lateral  canals — was,  in 
New  York,  15  years;  Philadelphia,  17 J;  Boston,  20;  Albany,  20; 
Cincinnati,  8J;  St.  Louis,  5J;  Buffalo,  8J;  Detroit,  6;  Cleveland,  5; 
and  Sandusky,  5.  And  from  1840  to  1850 — a  period  often  years,  du- 
ring which  nearly  the  whole  western  population  had  become  exporters 
by  means  of  the  Ohio,  New  York,  and  Philadelphia  canals,  and  the 
various  lines  of  railway — the  effect  of  these  influences  on  the  period  oF 
duplication  in  the  cities  of  Boston,  Philadelphia,  and  New  York,  has 
been  truly  astonishing;  but  the  same  influence,  reacting  and  reflected 
froi)T  the  East  upon  the  western  cities  is  yet  more  wonderful. 

According  to  the  ratio  of  their  increase  during  these  ten  years.  New 
York  would  double  her  population  in  12  years;  Boston,  in  12;  Phila- 
delphia, in  12J;  Baltimore,  in  13^;  Albany,  in  16 J;  Cincinnati,  in  6; 
St.  Louis,  in  4;  Buffalo,  in  8J;  Detroit,  in  9;  Cleveland,  6J;  San- 
dusky, 5J;  Chicago,  4;  Milwaukie,  3J;  Toledo,  6;  Oswego,  8. 

Hence  it  appears,  that  every  new  improvement  is  bound  by  inevi- 
table laws  to  pay  its  tribute  to  some  great  channel  of  internal  com- 
merce.    The  existence  of  such  a  channel  has  indirectly  created  the- 


■til 
f  1 


60 


S.  Doc.  112. 


necessity  for  the  improvement;  and  the  same  law  which  called  it  into ! 
existence  as  necessarily  requires  it,  by  a  reactionary  impulse,  to  in- 1 
demnify  its  creator. 

Before  the  present  century  shall  have  passed  away,  the  United  States 
will  undoubtedly  present  to  the  world  a  spectacle  unequalled  in  past 
history.  More  than  fifty  millions  of  republican  freemen,  oil  equal  citi- 
zens  of  a  confederacy  of  independent  States,  united  by  congenial 
sympathies  and  hopes ;  by  a  devotion  to  the  principles  of  political  and 
religious  freedom,  and  of  self-government;  bound  together  by  a  com- 
mon language  and  harmonious  laws,  and  by  a  sacred  compact  of  union, 
will  also  be  firmly  cemented  with  one  another  by  indissoluble  bonds 
of  mutual  dependence  and  common  interests.  The  remote  sections  of 
the  confederacy  will  be  made  near  neighbors  by  means  of  canals. 
Railroads  will  chain  all  the  several  parts  each  to  each;  the  whole 

{)eople  from  the  Pacific  to  the  North  Atlantic  ocean,  from  the  great 
akes  to  the  Gulf  of  Mexico,  cultivating  the  arts  of  peace  and  science, 
and  incited  by  a  genuine  rivalry  for  the  accomplishment  of  the  real 
mission  of  the  American  people. 


THE  LAKE   DISTRICTS, 

WITH  A  DESCRIPTION  OF  EACH  ; 

STATISTICAL  STATEMENTS  OF  THE  CANADIAN  AND  DOMESTIC  TRADE, 

AND  A  GENERAL  SUMMARY. 

No.  1. — District  of  Vermont. 

Port  of  entry,  Burlington ;  latitude  44°  27',  longitude  73°  10' ;  pop- 
ulation in  1830,  3,525;  in  1840,  4,271;  in  1850,  6,110. 

This,  which  is  the  easternmost  of  all  the  lake  districts,  comprises  the 
whole  eastern  shore  of  Lake  Champlain,  from  its  southern  extremity  at 
Whitehall  to  its  northern  termination,  excepting  only  a  few  miles  at  the 
head  of  Missisquoi  bay,  which  lall  within  the  Canadian  line;  and  em- 
braces all  those  portions  of  the  State  of  Vermont  which  arc  subject  to 
custom-house  regulations. 

Lake  Champlain  is  about  one  hundred  and  five  miles  in  Icngtli,  and 
varies  in  breaclth  from  one  to  fifte(;n  miles ;  it  contains  several  islands, 
principally  toward  the  upper  end,  of  which  the  largest  are  North  and 
South  Hero,  and  La  Motto  island;  and,  in  addition  to  all  the  waters  of 
Lake  George,  its  principal  affluent,  the  outlet  of  which  enters  it  at  Ti- 
conderoga,  receives  nine  considerable  streams:  the  Otter  creek,  the 
Onion  river,  the  Lamoile,  and  the  Missisquoi,  from  Vermont  to  the 
north  and  eastward;  the  Chazy,  the  Saranac,  the  Sable,  and  Boquet 
rivers,  on  the  west,  and  Wood  creek  on  the  south,  fi"om  the  State  of 
New  York.  It  discharges  its  own  waters  into  the  St.  Lawrence  by  the 
Sorel  or  Richelieu  river,  in  a  northeasterly  course ;  the  navigation  of 
wliich  has  been  unproved  by  the  works  of  the  Chambly  (Canadian) 
canal,  so  as  to  afford  an  easy  communication  for  large  vessels  to  the 


I  pt.  Lawrence,  and 
tremity  it  is  conn^ 
and  the  Eric  car 
I  works  enter  the  V. 
ijration  from  the  lil 
The  whole  lengthl 
miles  of  improved 
river,  is  about  six! 
twenty-eight  at  thi 
eighty-four  feet.    I 
lion.  Lake  Chami 
of  American  lakel 
_  having  no  naturaU 
I  recipient  of  any  o| 
*'  to  the  St.  Lawrcr 
The  lake  is  bor 
district,  with  a  co 
f  including  its  manj 
I  ness  and  fertility, 
to  the  cultivation 
most  part,  high,  v 
inaccessible  ridg( 
counties  of  Hami 
the  wildest  and  i 
residence  of  man, 
and  still  the  haur 
the  beaver,  the  ^ 
abound  in  this  fi' 
sound  of  great  an( 
By  its  means  o 
;  let  to  the  Hudson 
i  portant  trade  wi 
two  hundred  thou 
gate  of  entries  an( 
numbers,  to  twel 
The  opening  ' 
New  York  and  B 
in  some  degree  a 
a  falling  oft"  in  tl 
however,  appear 
usually  to  affect 
trary,  by  increai 
adds  to  the  livel 
to  all.    Hence,  1 
manent  decrcas( 
with  Lake  Chai 
Burlington,  tl 
the  State  of  Vei 
Ix'autifully  silur 
ing  gradually  f 


a  Doo.  112. 


61 


i 


St.  Lawrence,  and  thereby  to  the  great  lakes.  From  its  southern  ex- 
tremity it  is  connected  by  the  Champlain  canal  with  the  Mohawk  river 
and  the  Erie  canal,  at  the  village  of  Watcrtbrd,  where  the  united 
works  enter  the  Hudson,  and  thus  form  a  perfect  chain  of  inland  nav- 
igation from  the  lakes  of  the  far  northwest  to  the  Atlantic  seaboard. 
The  whole  length  of  the  Champlain  canal,  including  about  seventeen 
miles  of  improved  natural  navigation  on  Wood  creek  and  the  Hudson 
river,  is  about  sixlj'-four  miles.  It  is  forty  feet  wide  on  the  surface, 
twenty-eight  at  the  bottom,  and  four  deep.  The  amount  of  lockage  is 
eighty-four  feet.  On  account  of  this  artificial  hue  of  intercommunica- 
tion, Lake  Champlain  is  included,  not  improperly,  in  the  great  chain 
of  American  lakes ;  although,  to  speak  strict!}-,  it  is  not  one  of  them, 
having  no  natural  outlet  directly  into  them,  and  so  fiir  from  being  the 
recipient  of  any  of  their  waters,  serving,  like  them,  itself  as  a  feeder 
ro  the  kSt.  Lawrence.     • 

The  lake  is  bordered  on  its  eastern  shore  by  lands  composing  this 
district,  with  a  coast  line  of  considerably  more  than  a  hundred  miles, 
including  its  many  deep,  irregular  bays  and  inlets,  of  great  productive- 
ness and  fertility,  especially  adapted  to  grazing  and  dairy  farms,  and 
to  the  cultivation  of  the  northern  fruits.  It?  western  shores  are,  for  the 
most  part,  high,  wild,  and  barren,  soon  rising  into  the  vast  and  almost 
inaccessible  ridges  of  the  Adirondack  mountains,  lying  within  the 
counties  of  Hamilton,  Herkimer,  and  Essex,  in  New  York,  a  region 
the  wildest  and  most  rugged,  the  least  adapted  to  cultivation  or  the 
residence  of  man,  of  any  to  tlie  eastward  of  the  great  American  desert;  * 
and  still  the  haunt  of  the  deer,  the  moose,  the  cariboo,  the  otter  and 
the  beaver,  the  wolf,  the  panther,  and  the  loup-cervier,  which  still 
nl/ound  in  this  fastness  of  rock,  river,  lake,  and  forest,  almost  within 
sound  of  great  and  populous  cities. 

By  its  means  of  communication  with  the  St.  Lawrence,  and  its  out- 
let to  the  Hudson,  this  lake  has  become  the  channel  of  a  large  and  im- 
portant trade  with  Canada,  especially  in  lumber,  employing  nearly 
two  hundred  thousand  tons  of  craft  and  shipping,  countmg  the  aggre- 
gate of  entries  and  clearances,  and  giving  occupation,  to  speak  in  round 
numbers,  to  twelve  thousand  men. 

The  opening  of  the  Ogdensburg  and  Vermont  railroads,  connecting 
New  York  and  Boston  more  direct!}^  with  the  lakes,  has,  it  is  probable, 
in  some  degree  affected  this  trade;  at  least,  the  returns  of  1861  exhibit 
a  falling  off'  in  the  Canadian  trade  of  Lake  Champlain.  It  does  not, 
however,  appear  that  the  opening  of  new  channels  of  trade  is  wont 
usually  to  aflect  the  interests  of  those  already  existing,  but,  on  the  con- 
trary, by  increasing  facilities  and  consequently  augmenting  demands, 
adds  to  the  liveliness  and  vigor  of  business,  and  is  ultimately  beneficial 
to  all.  Hence,  there  appears  no  just  cause  for  opprehendhig  any  per- 
manent decrease  or  deterioration  of  the  shipping  interests,  connected 
with  Lake  Champlain. 

Burlington,  the  port  of  entry  of  this  district,  is  the  largest  town  in 
the  State  of  Vermont,  containing  about  ten  thousand  inhabitants.  It  is 
beautifully  situated  on  a  long,  regular  slope  of  the  eastern  shore,  ascend- 
ing gradually  from  the  head  of  Burlington  bay,  on  the  southern  side  oi 


'     i  l\ 


€2  S.  Doc.  112. 

the  debouchure  of  the  Onion  river  into  the  lake,  and  is  the  capital  of 
Chittenden  county,  and  by  far  the  most  considerable  commercial  place 
of  the  State.  It  has,  moreover,  a  fine  agricultural  back  country,  of 
which  it  is  the  mart  and  outlet.  Burlington  is  distant  from  New  York, 
by  railway,  about  three  hundred  miles ;  from  Boston  two  hundred  and 
thirty-five ;  and  from  Montreal  one  hundred.  By  its  possession  of  a 
central  position,  with  the  advantages  of  both  land  and  water  steam 
facilities,  alike  for  travel  and  transportntion  to  the  grand  emporia  of 
Canada,  New  England,  and  New  York,  it  is  making  rapid  advances 
in  wealth  and  papulation;  and  now,  with  railroad  communications 
open  on  either  side  of  the  lake,  can  scarcely  fail  to  hnprove  and  increase, 
in  a  ratio  commensurate  with  that  of  the  improvements  in  its  vicinity. 

The  only  method,  within  our  reach,  of  arriving  at  the  aggregate 
amount  of  the  lake  commerce  and  traffic,  is  by  taking  the  accounts  of 
the  canal  office  at  Whitehall,  which  exhibit  tl<|e  amount  and  value  of 
merchandise  delivered  at  the  Inkc,  and  the  quantity  and  value  of  pro- 
duce received  liom  the  lake ;  and  then  by  estimating  the  coasting  trade 
of  the  lake  above  Whitehall  which  does  not  reach  the  canal.  By 
deducting  fiom  the  aggregates  of  these,  the  Canadian  trade  of  the  dis- 
tricts of  Vermont  and  Champlaiii,  we  arrive  at  the  gross  amount  of  the 
aggregji  to  coasting  trade  of  the  wliole  lake,  as  comprising  both  the  col- 
lection districts;  but  owing  to  this  compulsory  mode  of  procedure,  no 
definite  understfuiding  of  the  proportion  of  commerce  attaching  to  eacli, 
separately,  of  the  two  districts,  can  be  reached. 

The  amount  of  assorted  merchandise  delivered  into  Lake  Champlain 
in  1851  was  125,000  tons,  at  $1  75  per  ton. 

Average  valuation  as  on  Erie  canal $21,875,000 

Amount  of  produce  received  from  the  lake 3,515,895 

Add  for  coasting  above  the  canal 1,000,000 

Total  commerce  of  the  lake 26,390,895 


The  tonnage  in 

Year. 

1861 

1S50 

Decrease  i 

The  aggregate 
|>^ise,  is  represent 
197,600  tons,  and 
her  of  clearances 

The  enrolled  toi 
of  steam,  and  692 


Inward. — Amcricr 


British 


Outward. — Amcrii 


Britisl 


The  Canadian  trade  of  Vermont  district,  for  the  years  1850  and 


1851,  was  as  follows: 


1850. 


Exports  of  domestic  produce $651,677 

"          foreign  merchandise 294,182 

Total  exports 945,859 

Total  imports 607,466 

Total 1,552,325 

Subtract  total  of  1851 1,033,989 


Decrease  of  1851 519,336 


1851. 

$458,006  I : 
309,566 

767,572 
266,417 

1,033,989 


Value  of  produce 
Value  ot  unports 
Value  of  goods  o 
poiied  to  Cant 
'  Value  of  f  »reign 
{.  Value  of  goods  < 
ported  to  Cant 
"  Value  of  propert; 


Port  of  entry, 
ulation  in  1830, 

*The  Cam 


pital  of 
1  place 
itry,  of 
vYork, 
red  and 
>n  oi'  a 

steam 
(oria  of 
Ivances 
cations 
crease, 
icinit5% 
negate 
ints  of 
ilue  of 
)f  pro- 
f  trade 
1.  By 
le  dis- 
of  the 
16  col- 
ire,  no 

eacli, 

nplain 


5,000 
5,895 
0,000 

0,S95 


>  and 


S.  Doc.  112. 

The  tonnage  in  the  Canadian  trade  for  the  two  years  was  as  follows: 


Year.  ,  No.        Tons. 

1851 ,, 788     94.835 

1S50 818  122.813 


Decrease  m  1851 30     28.578 


No.        Tons 

695  91.967 

731  105.359 

36  13.390 


The  aggregate  shipping  of  Lnk('  Champlain,  l)oth  foreign  and  coast- 
wise, is  represented  to  have  numbered  3,950  c^itranccs,  nicasming 
197,500  tons,  and  employing  11,850  men,  with  n  corresponding  num- 
ber of  clearances  of  the  same  measurement  find  crew.<. 

The  enrolled  tonnage  of  tliis  district  in  June,  1851,  was  3,240  tons 
of  steam,  and  692  tons  of  sail. 


Tonnarrc. 


Tons. 


Inward. — American 166  steam.     56,421 

338  sail.         17,490 


504' 


British ,  . .  122  steam. 

162  saih 


284 


73,911 

9,566 
10,758 

20,324 


Oulwaid. — American 147  steam.     58,024 

318  sail.         17,020 


*565 


British 119  steam. 

Ill  sail. 


230 


75,044 

9,321 
7,602 

10,923 


51. 

B,000 

),566 

r,572 
>,417 

1,989 


1 


1 


Value  of  produce  imported  from  Canada  in  bond $311,512 

Value  ot  imports  ^.  jni  Canada 251,211 

Value  of  goods  of  domestic  produce  and  manufacture  ex- 

poiied  to  Canada 458,006 

Value  of  foreign  goods 108,712 

Value  of  goods  of  foreign  produce  and  manufacture  ex- 
ported to  Ca  nada  in  bond 200,854 

Value  of  property  cleaied  at  Whitehall^M-  die  South 3,515,895 


No.  2. — District  of  Champlaix. 


I 


Port  of  entry,  Plattsburgh ;  latitude  44°  42',  longitude  73°  26' ;  pop- 
ulation in  1830,  4,913  ;  in  1840,  6,416 ;  in  1850,  5,618. 

"^  II       ■  — ■■-"■■  ■    ■ ,     ■  — —  I.  - I       1^1^— i^— 

*The  CaQitdiftu  trade  of  this  distriot,  prmcipally,  U  ia  Americau  veiMlf . 


K-i' 


64  S.  Doc.  112. 

This  district,  which  is  situate  on  the  western  side  of  Lake  Cham- 

1)lain,  over  against  that  last  described,  including  the  peninsula  at  the 
ower  end  between  the  waters  of  that  lake  and  Lake  George,  with  the 
thriving  town  of  Whitehall  and  the  outlet  by  the  Champlain  canal,  has 
a  coast-line  of  cqunl  extent,  though  less  indented  by  Days,  than  the 
opposite  district  of  VtTinont. 

It  has  two  prinrJMal  harbors — Whitehall,  situate  on  both  sides  of 
Wood  creek,  at  its  entrance  into  the  lake,  in  a  beautiful  and  romantic 
site,  with  considcral)le  water  power,  through  wiiich  p.i^sos  the  very  • 
great  majority  of  the  whole  export  and  import  trorle  for  Canada,  and 
which  is  a  singularly  flourishing  and  impro ,  ing  village  ;  and  Platts- 
burgh,  near  to  the  upper  extremity  of  the  lake,  at  the  head  of  a  fine 
and  spacious  bay  at  the  debouchure  of  the  Saranac  river,  by  which  it 
is  connccttxl  with  the  mineral  and  himbcring  regions  of  the  interior,  and 
with  th(!  recesses  of  the  Adirondack  chain.  The  village  is  well  laid 
out,  and  contains  the;  United  kStatcs  barr.'icks,  and  several  prosperous 
manufactories  on  the  river.  This  district  has  little  or  no  back  country, 
the  mountains  rising  abrupt  and  precipitous  from  the  very  verge  of  the 
lake  in  many  placjcs,  and  leaving  a  narrow  strip  of  shore  only,  with  a 
few  villiig.js  scattered  along  the  road  to  Plattsburgh,  beyond  which  all 
is  howling  wilderness  as  fiir  as  to  the  valley  of  the  Black  river.  Little 
dependence  c.in,  therefore,  be  pliiced  on  these  regions  for  agricul- 
tural produce,  although  their  forest  and  mineral  wealtit  compensates  in 
some  measure  for  the  sterility  and  ruggedness  of  their  soil. 

Plattsburgh  is  the  port  of  entry  of  this  district,  although  Whitehall  is 
the  liirgrr  commercial  depot.  The  only  railroad  which  touches  it 
is  that  of  Ogdciisburg,  crossing  Missisquoi  bay  and  the  narrows  oi" 
the  lake  at  Itouse's  Point,  and  opening,  at  the  town  of  Ogdensburg,  a 
perfect  inland  intercommunication  between  the  great  lakes  and  the 
Atlantic  ocean,  at  Boston.  It  is  on  the  water  communications,  there- 
fore, afforded  by  the  lake,  that  the  population  of  this  district  for  the 
most  part  rely  for  the  prosecution  of^  their  commercial  enterprises  and 
the  transportation  of  their  produce. 

There  are  five  daily  steamers  running  during  the  season  from  White- 
hall, touching  at  Burlington  and  Plattsburgh,  for  St.  John,  Canada 
East,  and  for  St.  Alban's  Vermont. 

The  Canadian  trade  of  this  district  during  the  years  1S50  and  1861 
was  as  follows : 

1850.  1851. 

Exports  of  domestic  produce $322,378      $376,649 

foreign  merchandise 316,843       373,463 

Total  exports ^ 639,221        749,002 

Total  imports T. 435,383        294,284 

*  Total  commerce 1,074,604    1,043,286 

1,043,286     == 

Decrease  in  1861 31,318 


Tears. 

1861 

1860 

Difference 

The  decrease 
her  of  entries  anc 
increase  on  the  p 

The  tonnage  e 
917  tons ;  sail,  3, 


Imports  in  Ameri 
Exports  in  Amer 


Inward. 

American,  steam 
sailing 

Total... 

British,  steam . . 
sailing . . 


Duty  collected  or 
Do. 

Total  dut] 

Imported  from  C 
Do. 


Amount  importe( 
Amount  of  free  j 

I  T( 

VaJue  of  domesti 

Foreign  goods  e> 
Foreign  goods  et 


S.  Doc.  112. 


65 


Yean. 

1851. 
1850. 


No.      Tons  entered. 
698       123,229 
788       120,294 


Ko.      Tona  cleared. 
698       123,229 
764       116,931 


Difference.. 


190 


2,936 


166 


6,298 


The  decreaae  of  the  year  1861,  it  will  be  obscved,  affects  the  num- 
ber of  entries  and  clearances  only,  the  comparative  tonnage  being  an 
increase  on  the  preceding  twelve  months. 

The  tonnage  enrolled  in  this  district,  June  30,  1851,  was — steam, 
917  tons ;  sail,  3,291  tons. 

Canadian  trade. 

Imports  in  American  vessels $1,019,039 

Exports  in  American  vessels 24,240 

Tonnage. 

Inward.  Tons.  Outward.  Tons. 

American,  steam 90,436     American,  steam 90,436 

sailing 8,139  sailing 8,136 


Total 98,571 


98,671 


British,  steam 3,899     British,  steam 3,899 

sailing 20,759  sailing 20,759 


24,658 


24,658 


4| 


Duty  collected  on  imports  in  American  vessels $46,639 

Do.  do.  British  vessels 6,210 


Total  duty 61,849 

Imported  from  Canada  in  American  vessels $228,241 

Do.  do.  British  vessels 24,246 


Amount  imported  in  bond. 
Amount  of  free  goods  ... 


252,487 
27,994 
13,802 


Total 294,283 


Value  of  domestic  goods  exported $375,549 

Foreign  goods  exported $267,587 

Foreign  goods  entitled  to  drawback 105,866 


11 


373,453 


m 


S.  Doc.  112. 

No.  3. — District  of  Oswegatchie. 


Port  of  entry,  Ogdensburg;  latitude  44°  41';  longitude  76°  32';  pop- 
ulation in  1830,  not  defined ;  in  1840,  2,62G ;  in  I860,  7,760. 

This  district  extends  along  the  southern  shore  of  the  St.  Lawrence, 
from  the  point  where  the  boundary  line  of  New  York  and  Canada 
strikes  the  great  river— 43°,  73°  20' — to  Alexandria,  nearly  opposite  to 
Gananoque,  on  the  Canada  side,  and  the  thousand  isles  of  the  St.  Law- 
rence. The  extent  of  this  coast  line  is  about  eighty  miles,  trending  in 
a  soutli westerly  direction;  it  includes  the  considerable  commercial  de- 
pot and  improving  town  of  Ogdensburg,  beside  the  smaller  ports  of 
Masscna,  Louisville,  Waddington,  Morristown,  and  Hammontf,  and  it 
has  1){  come  the  theatre  ol"  a  very  large  and  increasing  trade  with  Can- 
ada, and  coastwise,  particularly  since  the  opening  of  the  Ogdensburg 
railroad. 

Tim  important  line  was  opened  from  Ogdensburg  to  Rouse's  Point, 
where  il  combines  with  the  eastern  and  southeastern  routes,  in  the  au- 
tumn of  1850;  and  from  this  point  passengers  and  freight  crossing  Lake 
Chaniplain  have  easy  expedition,  either  to  the  New  England  States  by 
railroad,  or  to  New  York,  via  Lake  Champlain  and  the  Hudson  river, 
or  by  the  new  lines  of  railroad  down  the  valley  of  the  latter  great  thor- 
oughfare.    There  being  no  line  of  transportation  whatever  through 
this  district  trom  the  Canadas,  except  the  above-mentioned  road,  and 
previous  to  the  opening  of  that  way  none  of  any  kind— the  district  itself 
being,  moreover,  a  mere  strip  of  ten  miles'  width  between  the  river 
shore  and  the  Adirondack  highlands — ^the  eflfect  of  this  road  has  been 
very  great  on  the  general  commercial  prosperity,  and  particularly  on 
that  of  Ogdensburg,  which  monopolizes  the  Canadian  transportation 
business,  tor  the  other  ports  mentioned  are  merely  river  harbors,  doing 
a  sJiiail  coasting  business,  and  driving  some  small  traffic  with  their 
neiglibors  across  the  water.     In  consequence  of  these  advantages  large 
quantities  of  freight  find  their  way  into  this  port  from  all  parts  of  the 
upper  lakes  and  of  Canada,  for  transmission  to  various  marts  on  the 
Atlantic  seaboard;  and  large  amounts  of  merchandise,  both  foreign  and 
domestic,  are  thence  distributed  through  the  different  lake  ports,  both 
of  Canada  and  the  United  States,  from  New  York  and  Boston. 

The  following  statistics  will  show  the  compariitive  coasting  trade  of 
Ogdensburg  in  some  of  the  principal  articles  during  the  past  five  j^ears, 
the  results  for  1849  being  made  up  only  to  the  1st  of  October  of  that 
jear.  ,    . 


Articles. 


The  above  sta 
way  has  created 
large  demand  ha 
duce,  to  be  expc 
merchandise,  fori 
been  entirely  suj 
introduced  by  ra 
ada,  and  all  the  1 
By  this  changt 
and  district  has, 
matured  fi-oni  a 
warding,  foreign 
of  the  incalculal 
sumption,  can  a 
provement  of  th 
The  coastwise 
tides,  were  as  f 


Articles. 


WTiiskey bai 

Starch po» 

Ashes bai 

Shingles..., 

Lumber ^ 

Pi)?  iron t 

Cheese P<" 

Flour ba 

Rye bu 

WlM»l p<' 

Hops I 

Sheep's  pelts 

Nails 


S.  Doc.  112. 

Imports  coastwUe, 


or 


Articlei. 


1S47. 


Flonr barrels. 

Whiskey do... 

Pork do... 

Beef do... 

8ugar hogsheads. 

llgiron tons.. 

Coal do... 

Wlieat bushels . 

Com do... 

Salt barrels. 

Tea chests. 

Coffee tons.. 

Tobacco boxes . 

Sundry  merch'diae,  value . 


6,000 
1,217 

3,000 


325 

300 

3,000 

15,000 

3,000 

10,000 

10,000 

320 

2,000 

$2,366,200 


1818. 


1349. 


4,500 
1,157 
2,500 


375 

350 

3,0r^4 

25,000 

4,000 

15, 000 

15,000 

320 

2,000 

$2,482,925 


3,800 

865 
1,800 


300 

275 

8,500 

18,000 

3, 500 

10,000 

10,000 

320 

1,^00 

$2, 106, 450 


1850. 


1851. 


168,600 

45a 

2,612 

2,758 

37 

300 

490 

149, 310 

31,934 

10,369 

78 

Included  in  m 

15 

11,162,668 


375,000 
1,291 
2,887 
6,034 
43 
100 
371 
377,725 
82,458 
14,287 
44 
erchandise. 

ar 

$426, 97S 


The  above  statistics  clearly  demonstrate  that  the  opening  of  the  rail- 
way has  created  a  complete  revolution  in  the  trade  of  Ogdensburg,  a 
large  demand  having  suddenly  sprung  up  for  coastwise  imports  of  pro- 
duce, to  be  exported  seaward  by  railroad,  while  the  call  for  foreign 
merchandise,  formerly  imported  coastwise  lor  home  consumption,  has 
been  entirely  superseded,  goods  of  that  description  being  now  largely 
introduced  by  railway  from  the  seaboard,  foi  distribution  through  Can- 
ada and  all  the  lake  regions. 

By  this  ch.mge,  the  mercantile  prosperitj''  and  activity  of  this  town 
and  district  has,  it  will  appear,  been  increased  tifty-tbld,  aod  the  trade 
matured  from  a  mere  home-consumption  business  to  <in  immense  for- 
warding, foreign  importing,  and  domestic  exporting  trjiffic ;  nor,  in  view 
of  the  incalculable  hourly  increase  of  western  productiveness  and  con- 
sumption, con  any  one  pretend  to  assign  any  limits  to  the  future  im- 
provement of  this  branch  of  couimerce. 

The  coastwise  exports  during  the  same  period,  of  a  few  leading  ar- 
ticles, were  as  follows: 


■■'.  ii 


^?* 


Articles. 

1847. 

1848. 

1849. 

1850. 

1851. 

AVliiskey barrels . 

Starch pounds. 

Ashes barrels . 

Shingles..., M... 

Lumber Mft.. 

Pig  iron tons . . 

Cheese pounds . 

Flour barrels . 

Rye bushels . 

WiMil pounds . 

Hops bales. . 

Sheep's  pelts No.. 

Kails Itegs. . 

142 

193, 600 

3, 758 

6,669 

7, 182 

311 

1,099.280 

3, 267 

5,688 

18,000 

187 

20,000 

120 

180,000 

3,400 

4,000 

5,000 

250 

990,  m) 

500 

5,000 

20, 510 

200 

20,000 

140 

190,000 

3, 800 

3,000 

4,  mjo 

100 

800,000 

100 

3, (M)0 

10, 000 

150 

15,000 

408 

5,900 

4,544 

4,841 

2,  052 

660 

1,332,300 

1,158 

420 

28,000 

57 

140 

796 

135 

18, 600 

615 

1,757 

199 

776 

40,200 

129 

1,447 

27,800 

6 

70U 

6,394 

S.  Doc.  112. 


The  estimated  value  of  the  imports  and  exports  for  the  years  abore 
named,  is  as  follows; 


1847. 

1848. 

1849. 

1860. 

1851. 

CoMtwiie  import! 

CowtwiM  exports 

¥*orci{ffn  imimrtA  ...-•• 

12,804,150 
389,325 

$2,988,015 

341,933 

49,831 

81,844 

$2,482,695 

311,064 

48,395 

32,665 

$0,463,648 
359,933 
805,815 

$8,4M,145 

918,587 
814,520 

Horaifln  exnorti. ...... 

618,648 

Total  commerce... 

3,193,475 

3,461,023 

2.874,859 

3,089,396 

4,175,900 

The  report  of  inward  and  outward  bound  vessels  is  as  below,  Ux 
the  last  two  years :        . 


Tean. 

Number  of 
entries. 

Tons. 

Men. 

Number  of 
clearance!. 

Toni. 

Men 

1851 

1,008 
669 

351,427 
242,780 

19,538 
12,464 

973 
655 

359,287 
242,931 

19,341 

1859 

12,218 

Increaw 

333 

108,647 

7,074 

318 

116,366 

7,123 

From  the  above  figures  it  will  be  readily  perceived,  independent  of 
the  general  increase  of  commerce  in  the  district  consequent  on  the  open- 
ing of  the  railroads,  that  the  returns  for  the  years  previous  to  1850  are 
in  round  numbers,  and  are  probably  very  far  from  accurate,  while  those 
for  1850  and  1851  are  in  detail,  and  the  merchandise  is  valued  at  a  very 
low  rate ;  so  much  so,  that  if  the  valuation  of  assorted  merchandise 
were  made  according  to  the  rates  adopted  in  other  districts,  it  would 
raise  the  gross  amount  to  a  sum  higher,  by  at  least  a  million  of  dollars, 
than  that  exhibited  above. 

The  tonnage  enrolled  and  licensed  in  the  district  is  1,985  tons  of 
steam,  576  tons  of  sail— employing  125  men.  The  original  cost  of  the 
above  tonnage  was  $208,300. 


8.  Doc.  112. 


69 


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70  S.  Doc.  112. 

-       Canadian  Trade  in  18fil.    »'  ' 

Imports  and  exports  in  American  vessels $332,420 

Do  do        British  vessels 600,747 

Exported  foreign  goods  entitled  to  drawback — 

In  American  vessels $74,367 

In  British  vessels 193,807 

$268,174 

Goods  not  entitled  to  drawback 98,424 

*  306,698 

Domestic  produce  and  manufactures — 

In  American  vessels 62,369 

In  British  vessels 199,681 

252,050 

Totalexports 618,o48 

Imports  paying  duty — 

Duty  colloctod. 

In  American  vessels $18,305  $3,732 

In  British  vessels 63,727  13,742 

Onthesea 9,425  1,893 

91,457  19,367 

Produce  imported  in  bond 115,286 

Free  goods 7V?75 

Total  imports 214,518 

No.  4. — ^District  op  Cape  Vincent. 


Port  of  entry.  Cape  Vincent;  latitude  44°  06',  lon^tude  76°  21'; 
population  in  1830,  not  defined;  in  1840,  not  defined;  m  1850,  3,044. 

This  district,  commencing  at  Alexandria,  on  the  southwestern  border  ? 
of  Oswegatchie,  extends  about  eleven  miles  southwesterly  up  the  St. 
Lawrence,  to  the  outlet  of  Lake  Ontario,  and  Black  river  bay,  on  which 
Sackett's  Harbor  is  situated.  Cape  Vincent,  owing  to  the  sinuosities  and 
irregularities  of  its  shores,  has  a  coast  line  of  nearly  thirty-eight  miles,  and 
embraces  the  shipping  ports  of  Cape  Vincent,  Clayton,  and  Alexandria, 
which  are  for  the  most  part  mere  stopping-places  for  the  lake  steam- 
ers plying  between  Montreal,  Ogdensburg,  and  the  ports  of  Lake  On- 
tario, which  touch  at  these  landing-places  to  procure  wood,  vegetables, 
milk,  and  other  necessaries.  To  this  fact  is  owing  the  very  considera- 
ble amount  of  tonnage  entering  and  clearing  from  these  little  ports, 
though  it  is  at  once  evident  that  no  indication  is  thereby  afforded  of  the 
actual  business  transacted  in  the  district.  It  has  some  small  trade  with 
Canada,  carried  on  principally  in  skiffs  across  the  St.  Lawrence  and 
among  the  thousand  islands ;  but,  if  there  be  any  coasting  traffic  at  all, 
it  is  so  slender  that  no  returns  of  it  appear  to  have  been,  at  any  time, 
regularly  kept. 

Cape  Vincent^  the  port  of  entry,  is  some  twelve  lo  thirteen  miles 


from  Kingjtion,  ( 
iniiiii  chiinnel  of 
in'tween  nvvm  ni 
the  chiinnel  <tn  t\ 

TUii  imports  fron 
The  export**  to  ( 

Total  Canm 

Imports  from  Ca 
Exports  irotn  Ca 

Totul  Canadian 
Do        do 

Dec 

The  Cimadiar 
of  the  following 

Totul  Canadijin 
Do        do 

The  enrolled 
Year*. 


1851 

I860 

Incruaiie. 


Imports  in  Ait 
Exports,  domes 


In  Amerlcnn  v( 

In  British  vfss< 

Same  outwj 

r 

Port  of  cntr; 
ponuliition  oft 

This  district 
which  runs  all 
round  Chaumt 
at  Stony  Point 
miles,  ioUowin 


S.  Doc.   112. 


Tl 


from  Kin^Mnn,  C.  W. ;  tho  distance  brinff  nhout  four  niilos  over  the 
iniiin  fluinm'I  of  thr  8t.  Liiwrtnce  from  Kingston  to  liong  Islnnd,  tlun 
lM'tw<'«»n  wvcn  nnd  eight  mih>8  ncross  the  Island,  and  tlicn  a  mile  over 
the  channel  on  the  American  side  to  Cape  Vincent.  ^       ^ 

The  importfl  from  Canada,  1S51 $01,369 

Tlic  export!*  to  Canada,  1861 ;i;j,188 

Total  Canadian  commerce,  1851 94,646 

Imports  from  Canada,  1850 $50,766 

ExportH  from  Canada,  1850 09,284 

Total  Canadian  commerce,  1850 120,040 

Do        do        do         1851 94,546 


Decrease 25,494 

The  Canadian  commerce  of  this  district  previous  to  these  years  was 
of  tlie  following  values: 

Total  Canadian  commerce  of  1849 $90,484 

Do        do  do  1848 91,697 

The  enrolled  tonrmge  of  the  district  amounts  to  2,496  tons,  all  sail. 


Y«ar«. 

Entriei. 

Tons. 

Crew. 

Clearances. 

Tons. 

Crew. 

1851 

749 

708 

439,930 
329,545 

19,207 
14,548 

749 

708 

439, 9.'J0 
329,545 

19,207 
14,545 

ItJfiO 

Incruaae 

41 

110, 385 

4,«59 

41 

110,385 

4,659 

Caimdian  Trade. 

Imports  in  American  vessels $61,358 duty,  $1,370 

Exports,  domestic  produce  and  manufactures $32,389 

Tonnage  inward. 

In  American  vessels,  006  sail 427,457 

In  British  vrs.scls,  53  sail 12,473 

&unic  outward. 

No.  5. — District  of  Sackett's  Harbor. 

Port  of  entry,  Sackett's  Harbor;  latitude  43°  55',  longitude  75°  57'; 
ponulation  of  township  in  1850,  4,136. 

riiis  district  is  composed  of  that  portion  of  the  coast  of  Lake  Ontario 
which  rims  almost  in  a  due  southerly  direction  from  Tibbits'  Point, 
round  Chaument  bay.  Black  river,  and  Henderson's  bay,  terminating 
at  Htony  Point,  and  embracing  a  coast  line  estimated  at  one  hundred 
uiilcs,  ioUowing  the  sinuosities  of  its  very  irregular  and  deeply  indented 


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23  WIST  MAIN  STREET 

WEBSTER,  N.Y.  14SI0 

(716)  •72-4503 


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S.  Doe.  112. 


IT 


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ihores.    It  includes  the  shipping  places  of  Threc-Mfle  bay,  Chaumem 
bay,  Point  Peninsula,  Dexter,  Sackett's  Harbor,  and  Henderson. 

Backett's  Harbor,  the  principal  commercial  place  and  port  of  entry 
of  the  district,  is  situated  on  the  southwest  side  of  a  deep  mlet  known 
as  Black  River  bay,  at  about  eight  miles  distance  from  the  lake.  Itg 
bay  and  harbor  are  well  situated  for  shelter  and  defence.  The  harbor 
is  "by  far  the  best  on  Lake  Ontario  for  ship-building,  and  as  a  naval 
and  commercial  dep6t.  A  crescent  of  land  stretches  off  from  the 
lower  part  of  the  village,  forming  an  inner  and  outer  harbor.  The 
latter  has  a  depth  of  water  sufficient  for  the  largest  ships-of-war  within 
two  fathoms  of^the  shore.  The  same  depth  of  water  extends  to  Black 
river,  where  there  is  another  excellent  position  for  ship-building. 

The  first  settlement  of  this  place  was  made  in  1801 ;  it  advanced 
little  until  the  commencement  of  the  last  English  war,  when  it  became 
a  considerable  naval  and  military  depot;  but,  since  the  promulgation 
of  peace  in  1814,  it  has  made  httle  comparative  improvement,  other 
points  possessing  superior  advantages  ot  position  as  regards  artificial 
routes,  by  railroads  and  canals,  having  diverted  from  it  a  portion  of  its 
business,  although  it  still  maintains  its  commercial  character.  The  ad- 
jacent country  is  a  fine  agricultural  region,  and  its  abundant  water- 
power  renders  it  well  adapted  to  the  growth  of  manufacturing  enter- 
prise, while  Watertown,  a  few  miles  inland,  is  a  flourishing  town,  well 
situated  on  the  Black  river.  Still,  in  spite  of  these  advantages,  the 
commerce  of  Sackett's  Harbor  has  been  on  the  decline  for  some  years; 
whether  on  account  of  the  exhaustion  of  lumber  resources,  or  the  diver- 
si(xi  of  supplies  for  the  inland  home  consumption,  and  of  agricultural 
produce  for  export,  from  the  coast  trade  to  canal  and  railroad  trans- 
portation, does  not  sufficiently  appear.  At  all  events,  the  declared 
value  of  the  commerce  of  the  district  has  materially  declined,  as  will 
be  seen  from  the  following  table,  since  1846.  -■% 

The  other  small  towns,  mentioned  above,  are  used  to  a  trifling  extent 
as  landing-places  for  imported  merchandise,  and  for  shipment  of  pro- 
duce, by  the  surrounding  inhabitants,  to  the  extent  of  their  own  wants 
and  conveniences,  but  not  in  such  amounts  as  to  render  them  worthy 
of  any  notice  as  commercial  depots. 


,,-;■,■- 

Declared  ftiam 
for  1846. 

Declared  valnei 
for  1M7. 

Declared  Talnet 
for  1851. 

Coastwise  imports 

Foreign   imports 

$1,550,909 

1,851 

1,106,986 

75,345 

$1,257,823 

3,891 

841,478 

38,253 

$497,809 
56,118 

Coastwise  exports 

303,258 
21,980 

Foreign  exports 

Total 

2,735,091 

2,141,445 

879,166 

Some  portion  of  the  above  deterioration  may  be,  perhaps,  ascribed  to 
a  discrepancy  in  the  valuation  of  articles;  but  it  is  hardly  probable  that 
ihe  result,  as  a  whole,  can  be  attributed  to  such  a  cause;  nor  is  it 


loecessary  to  seek  fi 
leaches  us  that  the 
Itransmission  and  tri 
Lost  numerous  inlet 
I  of  internal  improve 
attack  and  take  at 
I  trade. 

I    It  is  not  to  be 
I  have  attacked  Sacl 
I  coastwise  traffic;  w 
produce  which  form 
same  ultimate  destii 
Such  are  the  rev< 
progress  of  the  tunei 
'tent  to  be  stationary 
ment,  enterprise,  aii 
can  any  natural  ad^ 
perity  and  success. 
The  following  ta 
operation  of  the  ch 
affected  thereby : 


Ai 


Lumber 

Staves 

Shingles 

Ashes  

Pork 

Oats 

Barley 

Corn 

Wheat 

Peas  and  beans. . 

Potatoes • 

Flour 

Indian  meal . . . . . 

Butter 

Cheese 

Wool 

Pig  iron 

Leather 

Domestic  spirits. 
Do.  woolle 
Po.      cottona 

Total  est 


S.  Boc.  112.^ 


78 


■'"i  11 


oecessary  to  seek  fiur  for  reasons,  since  the  experience  of  e^c^  day 
teaches  us  that  the  places  which  possess  the  greatest  facilities  of 
transmission  and  transportation  of  produce  and  merchandise,  and  the 
most  numerous  inlets  and  outlets  for  articles  of  commerce  in  the  shape 
of  internal  improvements  and  intercommunications,  will  necessaruy 
attack  and  take  at  disadvantage  those  which  rely  solely  on  external 
trade. 

It  is  not  to  be  doubted,  therefore,  that  Ogdensburg  and  Osweao 
have  attacked  Sackett's  Harbor,  and  diverted  from  it  a  portion  of  its 
coaBtwise  traffic;  while.it  is  as  certain  that  some  of  the  agricultural 
produce  which  formerly  sought  a  market  via  the  lakes,  now  seeks  the 
same  ultimate  destination  inland,  via  canal  and  railroad. 

Such  are  the  revolutions,  in  some  sort,  of  commerce,  and  such  the 
progress  of  the  times;  the  result  being,  that  those  places  which  are  con- 
tent to  be  stationary,  and  do  not  endeavor  to  keep  up  with  the  move- 
ment, enterprise,  and  energy  of  the  times,  must  needs  retrograde;  nor 
can  any  natural  advantages  insure  to  them  a  long  monopoly  of  pros- 
perity and  success. 

The  following  table  will  be  sufficient  to  convey  some  idea  as  to  the 
operation  of  the  changes  alluded  to  above,  and  the  class  of  articles 
affected  thereby :  *  .    . 

ExportM  coastunse  for  1847  and  1861. 


Aitielei. 


1647. 


Lumber .thousand  feet . 

Staves thousand 

Shingles do 

Ashes barrels 

Pork do 

Oats bushels  . . . .  , 

Barley. do , 

Corn do , 

Wheat do 

Peas  and  beans do 

Potatoes do 

Flour barrels 

Indian  meal do 

Butter pounds 

Cheese do 

Wool do 

Pig  iron tons 

Leather .pounds 

Domestic  spirits gallons 

Do.      woollens yards 

Po.      cottons yards 


Total  estimated  value. 


4,406 

919 

371 

420 

339 

37,683 

80,678 

41,624 

4,926 

3,663 

1,860 

788 

4,141 

860,000 

9,706 

64,800 

2,021 

17,600 

36,240 

66,260 

334,000 


1851. 


$841,478 


2,896 

26 

67 

366 

146 

34,068 

62,896 

42,681 

6,402 

7,173 

970 

169 

161,600 

1,344 

11,400 

732 

1,600 

63,240 


$303,268 


-,    -' 

V 
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■  •4 

\  f 

I 

■4 

■! 

i; 

if 

t 

■;| 

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Ill 


"T4 


S.  Doc.  112. 


'  For  the  same  year?  the  importations  of  fome  few  articles  of  coast- 
wise  trade  were  as  follows;  and  beyond  this  there  is  no  more  to  be  I 
stated  concerning  this  district,  unless  it  be  to  point  out  that  in  1847 
the  exports  to  Canada  consisted  of  barley,  oats,  com,  vegetables, 
cheese,  machinery,  and  manufactures;  while  in  1860  and  1861,  flour  I 
wheat,  and  vegetables  were  imported  frpm  that  country,  together  with 
animals.  The  Canadian  trade  has  augmented  somewhat,  while  the 
coasting  trade  has  decreased. 

Coastwise  Importations, 


Entrances  and  Clea 


rOMlOlf   TRA 


!t"if 


m  ■ 


Articlei. 


Fruit barrels 

Salt do 

Flour do 

Wheat bushels  .  . . 

Cotton bales 

Wool do 

Gypsum do 

Coal do 

Hides pounds.... 


The  steam  tonnage  enrolled  in  the  district,  June  30,  1861,  was  343 
t(}ns,  and  sail  tonnage  6,768. 


COASTIXO  TRi 


m 


Yean. 

Entries. 

Tons. 

Crewa. 

Clearan* 
eet. 

Ton*. 

^Crewi. 

1861 

1860 

684 
737 

348,438 
328,126 

14,706 
13,624 

679 
761 

347,394 
332,433 

14,650 
13,670 

Difierence. 

63 

20,312 

1,082 

72 

14,961 

975 

-•^r^- 


Canadian  Trade  in  1861. 


Imports — American  vessels $56,118 ;  duty,  $16,399 

Exports — ^American  vessels $21,980 


>,-,-.,- 


F-u 


'!>©;?.  .i^fe^;; 


■<rT^  ; 


S.  Doc.  112. 


75 


rr  f^' 


Entrances  and  Clearances,  District  of  8ackett*s  Harbor,  New  Yoric,  during 

the  year  1851. 


No.  Teswla. 

Tom. 

Men. 

Boyt. 

rORBION   TIUDK. 

• 

Entered — American  vessels . 

British do... 

Cleared — ^American  vessels. 

British do... 

200 
31 

207 
31 

163,816  56 
2,994  00 

162,760  91 
2,994  00 

6,835 
193 

6,834 
193 

349 
340 

COASTUrO  TRADE. 

' 

Entered — Number  of  vessels . 
Cleared —  .  .do do 

453 
441 

181,626  61 
181,639  45 

6,982 
6,936 

347 
347 

.       ;  No.  6. — ^DlSTRIC^   OF   OSWEOO.       81        , 

Port  of  entry,  Oswego;  latitude  43°  25',  longitude  76°  37';  pop- 
ulation in  1830,  2,703;  m  1840,  4,665;  in  1850,  12,205. 

The  district  of  Osvirego  has  eighty  miles  of  coast-line,  from  Stony 
Point  to  the  western  shore  of  Sodus  bay,  and  embraces  the  ports  of 
Texas,  Salmon  river,  or  Port  Ontario ;  Sandy  Creek,  Oswego,  Little 
Sodus,  and  Sodus  Point.  None  of  these  ports,  with  the  exception  of 
Oswego,  although  they  are  all-important  to  the  accommodation  of  their 
own  immediate  neighborhoods,  for  the  shipment  of  produce  and  the  intro- 
duction of  merchandise  of  all  kinds,  can  be  said  to  be  valuable  in  re- 
gard to  the  facilitation  of  trade  and  the  centralization  of  commerce,  as 
connected  with  distant  portions  of  the  country. 

Possessing  advantages,  both  ibr  coastwise  and  Canadian  commerce, 
rarely  equalled  and  never  surpassed,  this  port  of  entry  has  by  rapid 
strides,  within  the  last  few  years,  attained  an  importance  among  the 
great  business  marts  of  the  lakes,  which  guaranties  an  indefinite  in- 
crease of  its  commercial  and  maritime  power,  until  the  whole  territories 
of  the  British  and  American  northwest  shall  have  become  densely  pop- 
ulated; their  fertile  soil  advanced  to  the  highest  state  of  cultivation; 
the  fisheries  of  their  lakes  prosecuted  to  their  utmost  capacity;  and 
their  unfathomable  mineral  resources  penetrated  and  developed,  so  far 
as  science  and  enterprise  may  effect. 

These  advantages  are  of  a  threefold  nature.  First,  an  easy  and  rapid 
communication,  both  by  canal  and  railway,  with  New  York  and  Boston, 
via  Albany,  and  by  lake,  canal,  and  railway  with  Ogdensburg; 
secondly,  a  harbor  which  could  at  a  small  expense  be  rendered  per- 
fectly secure  and  accessible,  at  the  nearest  point  on  the  lakes  to  tide- 
water; and,  thirdly,  a  direct  communication  by  lake  with  the  most 
thickly  settled  portions  of  Canada,  and  by  lake  and  the  Welland  canal 
with  the  whole  western  and  northwestern  lake-country. 


'V'i 


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y 


;          ■      1 

1 

1  *1 

s   »l 

i.  i 


S.  Ak5.  ftS. 


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i.i 


The  city  of  Oswego,  port  of  entry,  and  capital  of  Oswego  countv 
New  York,  lies  160  mUes  WN  W.  of  Albany,  373  from  Washington ;  w^ 
incorporated  in  1828 ;  and  is  situate  on  both  sides  of  the  Oswego  river, 
connected  by  a  bridge  700  feet  long.    It  extends  to  the  lake  shore. 

The  harbor,  next  to  that  of  8ackett's  Harbor,  is  the  best  on  the  southern 
side  of  Lake  Ontario.  It  is  formed  by  a  pier  or  mole  of  wood,  filled 
with  stone,  1,269  feet  long  on  the  west  side  of  the  harbor,  and  SOq 
feet  on  the  east  side,  with  an  entrance  between  them.  The  water 
within  the  pier  has  a  depth  of  from  12  to  20  feet  The  cost  of  this  work 
was  $93,000.  It  is  among  the  earliest  improvements  of  lake  harbors 
undertaken  by  the  government,  having  been  commenced  in  1827. 

The  protection  anticipated  from  these  works  has  not  fallen  short  of 
what  was  expected;  but  the  piers,  being  built  of  cribs  of  timber,  filled 
with  stone,  began  to  decay  so  early  as  1833.  Some  steps  were  taken 
in  the  year  1837  to  replace  the  old  work  with  permanent  structures  of 
masonry,  but  these  were  soon  discontinued,  and  what  remains  is  rapiiily 
^oing  to  ruin,  with  the  exception  of  600  feet  of  the  west  pier,  which  n 
well  built  of  stone  and  is  in  good  condition. 

It  is  calculated  that  for  the  moderate  sum  of  $207,371  these  works 
can  be  secured  and  improved  in  the  following  manner,  so  as  to  render 
the  harbor  perfectly  secure  and  of  easy  access  to  the  largest  class  of 
vessels  in  use  on  the  lakes : 

1.  By  rebuilding  the  whole  pier-line  in  substantial  solid  masonry. 

2.  By  enlarging  and  strengthening  the  west,  or  light-house,  pier-nead, 
.  and  defending  it  by  a  five-gun  battery. 

3.  By  removing  the  gravel  and  deposites  within  the  piers,  which  have 
become  a  barrier  to  the  entrance  of  the  inner  and  outer  harbors.  It  is 
an  original  deposite  by  the  littoral  currents  of  the  lake,  not  caused  or  in- 
ireaaed  by  the  piers.  Once  removed,  it  can  never  return  while  the  piers 
stand. 

The  principal  harbor-light  is  on  the  pier-head  on  the  west  side  of  the 
entrance.  The  tonnage  of  the  port  in  1840  was  8,346  tons;  by  com- 
paring which  with  the  present  tonnage,  as  given  below,  the  general  in- 
crease of  the  port  will  oe  readily  seen. 

The  population  of  the  town  is  about  13,000  persons. 

The  Oswego  canal,  formed  principally  by  improvement  of  the  natural 
course  of  the  river,  passes  through  the  great  salt  districts  of  the  State 
at  Salina  and  Liverpool,  to  Syracuse,  where  it  connects  with  the  Erie 
canal  from  Albany  to  Buffalo.  Oswego  is,  therefore,  the  great  outlet 
for  the  western  exportation  of  domestic  salt.  The  Syracuse  and  Os- 
wego railway  connects  the  city  with  Syracuse,  and  thence  with  Albany, 
Bufialo,  New  York,  and  Boston.  It  is  distant  ilom  Rochester,  by  lake, 
66  miles,  and  from  Sackett's  Harbor  40  miles.  The  rapid  increase  «f 
the  commerce  of  Oswego  is  aptly  illustrated  by  the  following  table, 
exhibiting  the  traffic  in  some  of^  the  leading  articles  of  importation  by 
lake  during  three  years: 


■!>  ' 


8.  Doc.  lis. 


m 


ArdolM. 


flour barrels 

l^heat bushels 

Corn " 

Barley «♦ 

[Rye " 

Its*  ••••••••••••• 

I  Peas  and  beans. ...     ** 

Pork barrels 

Beef. '" 

Ashes " 

Lumber feet 


1849. 


317,768 
3,615,677 

383,230 
65,286 
31,426 

133,697 
24,012 
35,098 
20,376 
10,872 
61,101,432 


1«0. 


302,577 

3,847,384 

426,121 

120,652 

86,439 

113,463 

25,068 

26,262 

6,789 

11,435 

67,586,986 


1851. 


389,929 

4,831,899 

1,251.600 

194,858 

106,518 

175,984 

63,634 

27,950 

15,864 

4,479 

83,823,417 


The  annexed  figures  will  show  what  portions  of  some  of  the  above 
I  articles  were  received  firom  Canada  during  the  same  period : 


Articles.^ 


Flour barrels 

Wheat bushels 

Rye " 

Oats " 

Peas " 

Potatoes "    . 

Lumber feet 

Ashes barrels 

Butter pounds 

Wool " 


1849. 


198,623 

623,920 

16,044 

65,700 

16,322 

6,648 

44,137,287 

2,235 

115,769 

97,141 


1860. 


260,874 

1,094,444 

7,499 

90,166 

22,380 

10,372 

60,686,682 

1,680 

225,087 

77,941 


1861. 


259,875 

670,202 

63,960 

78,771 

60,335 

11,496 

62,627,843 

584 

76,000 

82,908 


Of  the  above  amount  of  4,231,899  bushels  of  wheat,  only  1,676,213 
{ were  forwarded  by  canal ;  and,  while  there  were  received  by  lake  only 
389,929  barrels  of  flour,  there  were  forwarded  by  canal  888,131  barrels, 
showing  that  of  the  remaining  2,666,686  bushels  of  wheat  there  were^ 
manufactured  by  the  Oswego  mills  and  sent  forward  by  canal,  498,200 
barrels  of  flour,  while  prob^ly  13,000  barrels  of  flour  m  addition  were 
I  absorbed  by  local  consumption.  t 

According  to  this  calculation,  the  capacity  of  the  Oswego  flouring 
\  mills  cannot  fall  short  of  611,000  barrels  of  flour  per  annum.     The  val- 
jue  of  the  Canadian  commerce  of  this  district  is  estimated,  for  1861,  aa- 
follows : 

Imports  paying  duty $435,153 

I  Imports  bonded  and  tree 1,349,269 

Total  foreign  imports 1,784,412 


Y'^ 


i 


W        f 


fpr  S.  Doo.  112. 

Exports  of  foreign  merchandise $915,900 

Exports  of  domestic  merchandise 2,29 1 ,91 1 

Total  exports  to  Canada ld,207,SU 

Tbtal  foreign  commerce 4,992,223 

This,  it  should  be  observed,  amounts  to  very  nearly  one-half  the  entire 
Canadiun  commerce  with  the  United  States.  Owmg  to  the  large  pro. 
portion  of  Canadian  produce  entered  in  bond,  the  amount  of  duties  col. 
iected  is  comparatively  small,  when  contrasted  with  that  received  in 
other  districts;  but  this  fiict  renders  the  trade  none  the  less  valuable  to 
Oswego. 

The  whole  amount  of  duties  collected  in  Oswego,  in  1861,  wag 
$69,760,  while  there  was  assessed  and  secured  on  the  property  entered 
in  bond  the  further  sum  of  $226,937,  making  a  total  of  $356,697  duties 
assessed  on  property  entered  at  the  port  ot  Oswego  during  the  year. 

The  coastwise  imports  at  the  port  of  Oswego,  for  the  year 

1861,  amounted  to $6,083,036 

Coastwise  exports  of  1861 11,471,071 

Total  coastwise 17,654,107 

Add  foreign  commerce 4,992,223 

Total  1861 22,646,330 

The  enrolled  and  licensed  tonnage  of  the  district  amounts  to  21,943 
tons  sail,  and  4,381  tons  steam,  being  an  aggregate  of  26,323  tons. 

The  whole  number  of  entrances  and  clearances  for  the  year  are  as 
below: 


Yean. 

Entrances. 

Tom. 

Hen. 

Clearance!. 

Tons. 

Men 

1S51 

3,318 
3,004 

721,383 
666,406 

28,167 
24,032 

3,198 
2,771 

686,793 
604,169 

26.  OSS 

I860 

23,548 

Inonase 

314 

64,997 

4,126 

427 

81,634 

2,48] 

The  enrolled  tonnage  for  1840,  was  8,346;  for  1846,  16,613;  lor 
1847,  18,460 ;  for  1§48, 17,391 ;  and  for  1861,  26,323  tons. 

The  value  of  the  commerce  of  Oswego,  for  several  years,  has  been 
declared  as  follows:  in  1846,  $10,602,980;  in  1847,  $18,067,819 ;  and 
in  1851,  $22,646,330. 


1^      ■!.-1 


•  ^/■Jf  t-*  .V 


.  .   'y'u'^i  :■);.:•  r'i  k:-";T 


'A' 


S.  Doe,  I1V< 

CAHADLkK  TBADE  DT  1061. 
I'npot1i$ 


I  In  American  vessel*— 

In  bond 

Paying  duty 

Free 


1197,040 

174,213 

M13 


|jd  British  vessels— 

In  bond 1,137,309 

Paying  duty! 800,041 

Free 6,398 


$380,705 


1,403,047 


Total  imports 1,784,418 

Exports  foreign  produce  and  manufacturei,  > 

Entitled  to  dmwtack.      Duty  tMttUt,      Nut  cntitl«it  to  dnwbte^ 

I  In  American  vessels $90,638  $30,381  $287,288 

In  British  vessels 170,003  63,379 


Cm-v' 


861,136 


89,700 


307,477 
•  064,766 


•  In  this  are  included— 

Tea 886,000  pounds,  vo'ue  $423,067 

Coffee 869,618  poundu,  v  Jue      37,820 


.v;?f :/' 


460,277 


Exports  domestic  produce  and  mant{/iictures. 

In  American  vessels $1,190,048 

In  British  vessels •.•••«••.•*..*•.*•••     1,100,863 


2,291,911 


^Ah'"      .,.,...,..,'.     .      . 


^, 


m 


i, 


/ 


r- 


*  I 


n;, 

'•    M 

■  ■ 

■^ 

^■, 

''3 

fi." 

'>':M 

i 

.■f 

}     [ 

I'M 

'■V, 


■  ^ 


m-i 


a  Doe.  112. 

Importi  at  th§  DUtrict  0/  OiwegOt  coaatmut  during  the  year  ending  IV 


ArtlelM. 


Quantity. 


hi 


FUh barrelg. 

Ashes — ^pot  and  pearl casks. 

Lumber .feet. 

Staves  and  heading M. 

Laths M. 

Shingles M. 

Wheat bushels. 

Flour barrels. 

Barley : bushels . 

Rye do... 

Oats ..........do... 

Com  do... 

Potatoes  do. 

Peas  and  beans , do . 

Apples barrels. 

Peaches baskets 

Butter packages 

Cheese ; . .  .do. . . 

Pork barrels. 

Hams  and  bacon casks. 

Lard packages 

Beef barrels 

Tallow do.. 

Hides number 

Sheep-pelts bundles 

Wool pounds. 

Eggs barrels. 

Beeswax do. 

Horses number. 

Cattle  do... 

Grass-seed casks. 

Hemp .....bales. 

Hops do. . 

Mialt bushels. 

Tobacco hhds . 

Broom-corn bales. 

"Whiskey barrels. 

Ale  and  porter do. . . 

Dry  ^oods boxes. 

Furniture packages. 

Paper  and  books bun(Ues . 

Leather rolls. 

Paint  barrels. 

Saloeratus casks. 


ValM. 


336 

12,345' 

3,896 

97,376 

21,296,674 

213,000 

1,799 

8,996 

1,179 

4,716 

1,423 

3,667 

3,661,697 

2,849,368 

130,064 

620,216 

171,347 

102,808 

62,668 

20,284 

97,213 

29,164 

1,261,306 

625,663 

4,874 

2,437 

3,202 

2,402 

3,327 

*    4,169 

461 

664 

4,029 

48,348 

3,888 

38,880 

27,960 

419,260 

10,666 

176,000 

22,208 

266,496 

16,940 

169,400 

447 

9,834 

7,090 

21,270 

272 

20,400 

42,400 

12,720 

702 

7,020 

67 

2,6S0 

60 

6,000 

16 

.     ■        400 

■           406 

4,872 

266 

7,980 

377 

18,850 

7,955 

4,773 

282 

26,p80 

300 

4,600 

2,619 

26,190 

200 

1,200 

251 

25,100 

24.6 

12,260 

366 

38,300 

1,108 

44,320 

1,276 

8,928 

132 

1,960 

Exports,  coastwise 


n.  Doc.  112. 

Importtt  eotutwi$et  at  the  DUtrict  <if  Onuf^o— >ConUnued. 


81 


'      m 


Aitielfla. 


Glass boxes . 

Starch do. , 

Oil  cake Ions, 

Lord  oil barrels . 

Candles boxes , 

Iron  (pig  and  scrap) tons . 

Nails kegs, 

Grindstones  number . 

Coal tons , 

Lime-stone do. . 

Oom-brooms dozen 

Platform  scales number 

Sundries 


Total. 


Qnaatitj. 


2,306 
803 
633 

2,433 
086 
660 
279 

1,300 
799 
640 
126 
300 


Value. 


$6,763 
606 

26,320 

72,990 
2,740 

16,600 
1,116 
6,600 
8,196 
1,280 
262 
6,000 

36,632 


6,083,036 


/ 


'I. 


Exports,  coastwUe,  from  the  DUtrict  of  Otwego,  during  the  year  ending 

December  31,  IS61. 


Artielei. 


Fish 

Oil casks, 

Lumber feet. 

Flour barrels. 

Wheat bushels. 

Corn do. . . 

Apples barrels . 

Rice tierces . 

Horses number. 

Pork barrels , 

Hams  and  bacon casks. 

Lard packages. 

Wool pounds. 

Hides  and  skins do. . . 

Cotton do . . . 

Tobacco «. do. . . 

Spirits casks. 

Spirits  of  turpentine barrels, 

Candles boxes. 

Starch pounds. 


Quantity. 


Value/ 


626 

148,300 

2,727 

2,600 

7,600 

6,616 

603 

160 

696 

1,014 

144 

16,496 

100,681 

111,873 

97,126 

660 

1,360 

660 

196,286 


$70,762 

13,126 

1,668 

10,908 

2,000 

3,760 

8,317 

16,076 

12,000 

8,926 

20,280 

1,296 

3,409 

12,189 

10,069 

11,666 

26,100 

20,260 

2,200 

11,717 


i  ;l 


i  ■■t.f 


^ 


B 
i 


ii  I 


S.    Doe.  118. 

Erporti,  coaatwUe,  from  the  District  (^  Owoe^:©— Coniinucd. 


Artlcloi. 


Furniture 

Pitinos number. 

Wugnnfl  unit  carriageii do. . . 

Tobftcco boxes. 

BnufT. Jjirs. 

Ground  gypsum barrels . 

Water  Ihile do. . . 

Salt do... 

Leather pounds. 

Boots  and  shoes 

Hats 

Drugs.  &c 

Glass,  glass-Avare,  and  ciirthcnwure. 

Railroad  iron , .  .tons . 

Bar  and  other  iron do. . 

Pig  and  scrap  iron do. . 

Steel pounds . 

Nails  and  spikes do. . . 

Stoves  and  castings Ions. 

Hardware 

Tin boxes . 

Sugar pounds. 

Molasses 

Tea chests. 

Coftee jKJunds . 

Coal tons . 

Books  and  paper 

Sundries 


Total. 


QuuitHjr. 


4a 

98 

860 

475 

5,498 

16,101 

370,001 

150,000 


43,429 

3,117 

1,267 

415,400 

3,593,631 

1,376 


1,050 
9,961,000 


1,440 

3,380,799 

3,213 


Na  7. — District  of  Genesee. 


Value. 


189,^60 

8,900 

13,360 

34,000 

1,000 

4,811 

16,101 

328,041 

30,000 

30,000 

16,000 

16,000 

147,139 

1,737,160 

249,360 

37,997 

62,310 

143,745 

11,080 

16,300 

6,300 

677,270 

98,112 

43,200 

338,080 

16,065 

18,500 

7,073,525 


11,471,071 


51'; 


pop- 


Port  of  entry,  Rochester ;  latitude  43°  08',  longitude  77° 
ulation  in  1830,  9,207  ;  in  1840,  20,191 ;  in  1850,  36,403. 

The  Genesee  district  has  a  very  limited  commerce  except  with 
Canada;  with  eighty  miles  of  coast  it  has  but  one  shipping  place, 
which  is  situated  at  the  mouth  of  the  Genesee  river,  at  u  distance  of 
about  three  miles  I'rom  Rochester  city.  The  passage  of  the  Erie  canal, 
and  a  parallel  line  of  ra  ilroad  through  the  entire  length  of  the  district, 
but  a  few  miles  distant  from  the  coast,  offering  better  facilities  ibr  the 
transjportation  of  passengers  and  merchandise,  whether  eastward  or 
westward, 'than  the  lake  can  afford,  confines  the  commerce  of  the  port 
entirely  to  Canadian  trade.    Rochester  is  well  situated  on  the  falls  ot  the 


Grncpec,  which 
Ijrt  within  the 
th<*  shap*'  of  wai 
and  applied  lard 
wheat  shipped  bj 
conal  to  its  ulterj 
It  occuj)ics  b«)l 
1,502  individual 
and  in  1850  to  30J 
rated  in  1817.    1| 
occupy  an  area  (J 
ularity.    Rot'hes^ 
a  fine  aqueduct 
the  city,  and  a( 
of  its  growth. 
The  Canadian 

1S51.  Imports  . . 
Exports  . . 

Total 

1S50.  Imports  . 
Exports . 


In  1861. 
1850. 


•'  ^^     Increase . 
The  amount  o 


Year. 


1861 


Entranc 


48 


There  are  em 
shipping. 


In  British  vesse 
In  British  vesse 
In  British  vesse 


f  t.f 


-    a  Doc.  112.  OT 

firncpcp,  wliich  arc  throe  in  nnnibrr,  with  nn  nfi^rcgntv  drsccnt  of  268 
Ikt  within  the  city  liniiti*,  atiiinling  nhnoHt  uiilMniiulrd  rcsmirct'S  in 
th«'  shape  of  wjiter-power,  iippliiahlc  to  njo^t  manutaeturing  pur{M)HC8, 
oikI  applied  hircely  to  the  fhturing  husiiiesH  ;  the  tfreatrr  part  of  the 
wheat  8hij)ped  hy  canal  from  Butlalo  being  floured  and  reshippcd  by 
canal  to  its  uherior  destination. 

It  oceiij)ie.s  both  sides  of  the  river,  and  had  a  population,  in  1820,  of 
1,502  individuals.  In  1830  it  had  inereaned  to  9,200 ;  in  1840  to  20,191, 
and  in  18/)0  to  30,403.  In  1812  it  was  laid  out  us  a  village,  and  incorpo- 
rated in  1817.  It  was  chartered  as  a  city  in  1834,  and  the  city  limits  now 
occupy  an  area  of  4,324  acres,  well  laid  out  with  a  good  regard  to  reg- 
ularity. Rochester  has  three  bridges  acrjKss  the  Genesee  river,  besides 
a  fine  aqueduct  over  which  the  canal  passes,  traversing  the  heart  of 
the  city,  and  adding  much  to  its. prosperity,  as  well  us  to  the  rapidity 
of  its  growth. 

The  Canadian  commerce  of  this  district  was,  for 

1S51.  Imports $49,040 

Exports 913,654 

Total _962,694 

1S60.  Imports $95,283 

Exports 326,899 

422,182 

In  1S61 $962,694 

1860 422,182 

Increase 640,512 

The  amount  of  tonnage  entered  and  cleared  from  this  port  was : 


Year. 

Entrances. 

Tons. 

Men. 

Clearances. 

Tons. 

Men. 

1851 

487 

212,794 

7,997 

487 

212,794 

7,997 

There  are  enrolled  in  this  district  429  tons  of  stcum  and  57  of  sail 
shipping. 

,r  j::"!   li^^  <v         Exported  to  Canada. 

In  British  vessels,  foreign  goods $335,708 

In  British  vessels,  domestic  goods  entitled  to  drawback 445,967 

In  British  vessels,  foreign  goods  entitled  to  drawback 131,979 


^-  t'-Aa'^b'h'  i    •ifi.;'-::^ 


913,654 


M'' 


II'. 


1 1 


\ii^ 


» 


<-.  ..;■«>■'    •  '>    -,-?'^,i. 


S.  Doc.  112. 

Imported  from  Canada, 


■^t 


V'V 


In  American  vessels $8,456 

In  British  vessels 40,584 


49,040 


Dutj  collected. 

$1,765 

8,773 

io,6ao 


-,V' 


No.  8. — District  op  Niagara. 


07 


/. 


pop- 


Port  of  entry,  Lewiston;  latitude  43°  09',  longitude  79° 
Illation  in  1830,  1,528;  in  1840,  2,533;  in  1850,  2,924. 

This  district  embraces  all  the  laJce  coast  of  Ontario,  from  the  Oak 
Orchard  creek  to  the  mouth  of  the  Niagara,  and  thence  up  that  river  to 
the  falls  on  the  American  side,  and  includes  the  ports  of  Oak  Orchard 
Creek,  Olcott,  and  Wilson,  on  the  lake  shore,  Lewiston  and  Youngstown 
on  the  river,  and  an  office  of  customs  at  the  suspension  bridge  which 
crosses  the  Niagara,  at  th  ee  miles'  distance  below  the  falls. 

There  is  a  very  considerable  trade  from  Buffalo  passing  through  this 
district  to  Canada,  across  the  suspension  bridge;  especially  in  the 
winter  season,  at  which  time  it  is  by  far  the  better  route,  on  account  of 
the  railroad  communication  from  the  ^Mls,  which  were,  in  former  years, 
generally  considered  as  the  head  of  navigation. 

At  that  time  the  trade  of  the  Niagara  district  was  of  the  greatest  im- 
portance ;  but  since  art  and  science  have  opened  new  channels  of  com- 
munication on  either  side  of  that  great  natural  obstacle,  the  fiel  of  its 
commerciid  operations  has  been  narrowed  down  to  the  supply  of  the 
local  wants  of  the  circumjacent  country. 

Lewiston,  the  port  of  entry  and  principal  place  of  business,  as  v 
the  largest  town  of  the  district,  is  situated  on  the  east  side  of  the  Ni. 
river,  seven  miles  above  its  mouth,  opposite  to  Queenstown,  Ca 
with  which  it  is  connected  by  a  ferry.  It  has  a  population  of 
3,000  persons,  and  communicates  with  Buffalo  ana  Lockport  bj 
ways,  and  with  Hamilton,  Toronto,  Oswego,  and  Ogdensourg,  c 
the  sununer  season,  by  daily  steamers.  It  carries  on  some  val 
traffic  with  Canada. 

The  district  is,  as  yet,  rather  barren  of  internal  improvements,  having 
for  their  object  the  connecting  the  circumjacent  regions  with  the  lake 
and  nver ;  for  there  is  but  one  railway  passing  through  it,  which  has 
Buffalo  and  Lockport  for  its  respective  termini.  One  or  two  other 
roads,  however,  are  in  process  of  construction,  designed  to  connect 
Rochester  and  Canandaigua  with  the  great  western  railway  through 
Canada,  as  it  is  intended,  by  means  of  a  second  suspension  bridge 
across  the  Niagara,  near  Lewiston.' 

It  is,  however,  n  question  with  many  minds  whether  it  will  be  pos- 
sible to  construct  a  bridge  upon  this  principle  sufficiently  steady  and 
firm  to  admit  of  the  passage  of  a  locomotive  with  a  heavy  train.  But, 
be  this  as  it  may,  there  wiU  be  no  difficulty,  it  is  probable,  in  making 
the  transit  in  single  cars,  by  horse-power.  It  seems  somewhat  remark- 
able that,  while  the  success  of  railroad  communication  by  means  of  sua- 


11  as 
:ara 
ida, 

)0Ut 

rail- 
'ing 
'ble 


*?»■• 


S.   Doc.  112.  85 

pension  is  so  entirely  problematical,  no  attempt  should  have  hern  made, 
or  even  proposed,  to  tnrow  a  permanent  arched  bridge  across  the  river 
near  the  mouth  of  the  Chippewa  creek,  which  could  be  effected,  one 
\«-ould  imagine,  by  means  of  stone  piers  and  iron  spans,  without  great 
risk  or  difficulty.  Should  the  suspension  plan,  however,  prove  unfea- 
sible, it  is  probable  that  the  iron  tuoular  bridge  system,  so  triumphantly 
established  in  Great  Britain  on  the  Conway  and  the  Menai  straits,  will 
be  adopted.  So  that  it  may  be  almost  confidently  predicted  that  the  Ni- 
agara district  will  very  shortly  be  brought  into  the  line  of  a  great  direct 
eastern  and  western  thoroughfare,  which  will  add  greatly  to  its  Cana- 
dian commerce  overland,  and  materially  increase  the  size  and  progress 
of  Buffalo. 

'n  former  days,  all  freight  coming  up  Lake  Ontario,  destined  for  con- 
sumption, was  transported  by  land  firom  Lewiston  across  the  portage 
round  the  falls  of  the  Niagara.  The  noble  river  itself  affords  an  ex- 
cellent harbor  at  Lewiston,  being  far  below  the  rapids  and  broken 
water,  which  extend  to  some  distance  downward  from  the  whirlpool. 
Youngstown,  a  few  miles  lower  down  the  stream,  is  also  a  good  landing 
place  for  steamers. 

A  line  of  fine  mail-steamers  plies  regularly  between  these  places  and 
Ogdensburg  and  Montreal  daily.  The  other  ports  above  mentioned 
are  mere  local  places  for  shipment  of  domestic  country  produce,  and 
the  receipt  of  merchandise.  No  definite  returns  have  been  made  of 
their  busmess,  so  that  it  is  not  possible  to  enter  upon  this  branch  of  the 
subject  in  detail. 

The  returns  of  the  commerce  of  this  district  prove  it  to  be  as  follows : 

Imports  from  Canada  during  the  year  1851,       $103,985 
Imports  coastwise  "  "         "  236,684 

Total  imports 340,669         $340,669 

Exports  to  Canada,  foreign. ., $150,023 

"         «         "         domestic  produce 426,023 

«        "         «         coastwise 433,634 

Total  exports 1,019,418        1,019,418 

Grand  total 1,360,087 

Total  foreign  commerce $689,769 

Total  coastwise  commerce 1 670,318 

Total  commerce  of  the  district 1,360,087 


> 


r.1 

If 


S.  Doc.   112. 

The  tonnngc  employed  in  this  district  for  the  following  years,  was: 


Yeari. 

Entrances. 

Tom. 

Men. 

Clearances. 

Tons. 

Men. 

1861 . . . 
1860... 

990 
903 

427,968 
358,048 

1 
21,188 
16,950  i 

i 

990 
903 

427,968» 
358,043 

21,188 
16,950 

Increase 

87 

69,920 

4,238 

87 

69,920 

4,238 

The  enrolled  and  licensed  tonnage  of  this  district  for  1851,  was: 

8team 100  tons. 

Sail...: 605    " 

Total  tonnage .'.... 605    " 

The  increase  in  this  district  will  be  seen  by  a  glance  at  the  follow- 
ing tables : 

Enrolled  shipping  for  the  year  1838 119  tons. 

"  "  »  «     1843 112    «♦ 

"  »«  "  "     1848 730    « 

"  "  "  "     1851 605    «• 

The  foreign  commerce  for  the  years  1847,  1850,  and  1851,  compare 
as  follows : 

1847. 

^"p?"'-  tS!";;;:::::;:  I  «!««•«" 


Imports  from  Canada , 


18,015 
184,556 


1850. 

1851. 

$260,074 
65,464 
353,954 

$426,761 
159,023 
103,985 

679,492 


689,767 


Canadian  trade  in  1851. 

Imports.  Duty  collected. 

In  American  vessels $42,115         :?7,854 

In  British  vessels 61,870         12,102 


103,985         19,957 


Exiiorts— foreign  goods. 

Entitled  to  drawback.  Not  entitled  to  drawback. 

In  American  vessels $24,722  $32,052 

In  British  vessels 75,242  28,007 


99,964 


60,059 


Exj 


In  American  vess< 
Men.     I  In  British  vessels. 


Total  exports  and 
Total  exports  and 


Staiement  of  men 


American  steamVi 
"         sail  ve 

Total  Am 

Foreign  steam  ve 
"       sail  vess( 

Total  in  fc 


St 


Steam  vessels . . 
Sail  vessels 

Total... 


N 

Port  of  entry, 
tion  in  1830,  8,6 

This  district  li 
ing  at  the  great 
ward  and  west^ 
and  Black  Rocl< 
Lake  Erie ;  and 
harbor,  and  Bai 
the  ports  betw( 
Pennsylvai  ia. 

"Buffalo  Crt 
district  in  the  t 
declared  value 


li  i  • 


S.  Doc.  112. 

Exports — domestic  produce  and  manufacture. 


87 


In  American  vessels , $212,924 

In  British  vessels 21  :J,837 


426,761 


Total  exports  and  imports  in  American  vessels $311,813 

Total  exports  and  imports  in  British  vessels 378,956 

•  .  "      690,769 


Statement  oj  men  and  tonnage  employed  in  the  Canadian  trade  with  this 
.     ,  district.  .  r  i 


American  steamboats 2,968  men. 

"         sail  vessels 66     " 


424  boys. 
1  boy. 


Total  Americans  in  foreign  trade.  .3,034     " 

Foreign  steam  vessels 9,209  men. 

"       sail  vessels 130     " 


425 


«( 


Total  in  foreign  vessels 9,339     " 


491  boys. 
54    " 

545    « 


Statement  of  crews  on  board  coasting  vessels. 

No.  entries.  Tons.  Men. 

Steam  vessels 282         203,120        6,930 

Sail  vessels 19  1,695  80 


Total. 


301         204,815         7,010 


Boyt. 

818 
17 

835 


No.  9. — District  op  Buffalo  Creek. 

Port  of  entry,  Buffalo;  latitude  42°  53',  longitude  78°  55';  popula- 
tion in  1830,  8,668;  in  1840,  18,213;  in  1850,  42,261. 

This  district  has  a  coast-line  one  hundred  miles  in  extent,  commenc- 
ing at  the  great  falls  on  the  Niagara  river,  and  thence  extends  south- 
ward and  westward,  embracing  the  ports  of  Schlosser,  Tonnwanda, 
and  Black  Rock,  on  the  river;  Buffalo,  on  Buffalo  Creek,  at  the  foot  of 
Lake  Erie;  and  Cattaraugus  Creek,  Silver  Creek,  Dunkirk,  Van  Buren 
harbor,  and  Barcelona,  on  the  southern  shore  of  Lake  Erie;  being  all 
the  ports  between  the  Falls  of  Niagara  and  the  eastern  State  line  of 
Pennsylvai  ia. 

"Buffalo  Creek"  has  a  commerce  larger  than  that  of  any  other  lake 
district  in  the  United  States,  amounting  to  nearly  one-third  of  the  whole 
declared  value  of  the  lake  trade,  and  showing  the  astonishing  increase, 


i^ 

|, 

$^ 

|V  ■  V 

'"■  '§1    i 

'a 

ihf 

t/^L 

■Itr^ 

f^  ^K 

» 


S.  Doc.  118. 


^1 


k 


in  the  single  year  1861,  of  $19,087,832.  Thb  increaae  may  jpanU 
be  attributed  to  the  opening,  in  May,  1861,  of  a  new  avenue  ortrade 
to  one  point  of  the  district,  in  that  noble  work,  the  New  York  and  Erie 
railroad.  The  commencement  of  operations  on  this  route  necessarily 
increased  the  competition  ibr  the  "trade  of  the  lakes;"  and,  while  an 
exceUent  share  of  business  has  fallen  to  the  lot  of  the  new  enterprise,  it 
would  appear  that  the  old-established  lines  have  been  gainers  rather 
than  losers  by  its  opening. 

Within  the  boundaries  of  this  district,  and,  in  some  sort,  all  serving  as 
the  feeders  and  receivers  of  its  lake  commerce,  are  the  terminations  of 
the  following  great  avenues  to  the  seaboard :  the  Albany  and  Buffalo 
railway,  the  New  York  City  and  Buffalo  railway,  the  New  York  City, 
Corning,  and  Buffalo  railway,  the  Buffalo,  Canandaigua,  and  New  York 
City  railway,  the  Buffalo  and  Niagara  Falls  railway,  the  Buffalo  and 
State  Line  railway,  extending  to  Erie,  Pa.,  through  Dunkirk;  the  New 
York  and  Erie  railway,  extending  firom  the  port  of  New  York  to  Lake 
Erie  at  Dunkirk;  and  last,  not  least,  the  Erie  canal,  intercommunica- 
ting between  the  lakes  and  the  Atlantic  tide-water. 

The  three  Buffalo  and  New  York  roads,  and  the  State  Line  road, 
have  been  put  into  operation  since  the  commencement  of  the  present 
year — 1862 — and  cannot,  of  course,  be  taken  into  account  as  operating 
upon  the  commerce  of  this  district  previous  to  that  date. 
'  Of  the  ports  above  named,  as  being  embraced  in  this  district,  ♦ '  city 
of  Buffalo  is  by  far  the  most  important;  of  the  others,  Dunkirk  and 
Tonawanda,  only,  have  any  actual  claims  to  consideration.  Schlosser, 
being  situated  three  miles  only  above  the  falls,  where  the  current  is 
already  so  rapid  as  to  be  almost  dangerous,  enjoys  few  commercial 
advantages,  and  is  remarkable  only  as  a  landing-place  for  pleasure 
parties,  and  the  seat  of  a  small  Canadian  trade,  carried  on  by  means 
of  skifis  across  the  river. 

The  Niagara,  to  this  point,  is  navigable  for  steamers  and  other  vessels 
of  the  largest  lake-class ;  but,  the  cnannel  being  difficult  and  the  cur- 
rent perilously  strong,  vessels  of  any  magnitude  rarely  venture  them- 
selves so  near  the  falls.  The  Canadian  port  of  Chippewa  i»  nearly 
opposite  this  point;  and.  during  the  summer  season,  a  small  steamer 
plies  regularly  twice  a  day  between  Chippewa  and  Buffalo,  entering 
the  Niagara  from  the  Chippewa  creek,  by  means  of  a  cut,  and  thence 
proceeding  up  the  river  to  the  Buffalo  harbor. 

Tonawancfa  is  more  eligibly  situated  for  trade,  on  the  Tonawanda 
creek — a  fine  navigable  stream — the  Niagara,  and  the  Erie  canal ;  the 
river  and  creek  forming  an  excellent  harbw.  It  is  twelve  miles  north 
from  Buffalo,  on  the  canal;  and,  owing  to  its  facilities  for  the  trap- 
shipment  of  produce  saving  twelve  miles'  tolls,  its  business  has  in- 
creased rapidly  during  the  last  three  years.  This  business  is  princi- 
pally transacted  by  Buffalo  houses,  and  the  commercial  transactions  of 
Tonawanda  are,  for  the  most  part,  made  in  the  Buffab  markets,  to 
which  easy  access  is  had  by  means  of  the  Buffab  and  Niagara  Falla 
railway. 

The  commerce  of  this  port  in  1860  was  valued  at  $1,206,494,  and 
in  1861  at  no  less  than  $3,782,086,  consisting  of  $1,692,423  exports  by 


Le#ailfl  $2,089,66 
3ie  value  of  the  busu 

Black  Rock,  then 

Ldcribed;  being  siti 

Lies  distant  firom  B 

The  returns  ot  the 

usually  included,  by 

1861.  they  were,  ho 

$1,947,693;  in  185 

,401,641.    Thepni 

carried  on  with  i^a 

between  the  opposit< 

for  which  purjpose  s 

Silver  creek.  Cat 

are,  each  of  them,  < 

shipping  of  the  pr 

commerce  has  not  t 

which  ply  in  the  tr 
their  trips  beyond  1 
required  to  report 
consist  of  all  kinds 
pork,  wool,  lumber 
to  them  being  one 
State  of  New  York 
Dunkirk  is  situj 
with  which  it  is  cc 
easy  access  for  ves 

New  York  by  the 
slight  obstructions 
lake  ports,  which 
vessels  of  light  drj 
be  deepened. 

The  commerce 

amounted  in  1851 

$9,394,780,  bemj 

Buffalo  and  Stat 

kirk,  also  conned 

The  city  of  Bi; 

tion  in  1810,  of  1 

in  1840,  of  18,21 

per  cent,  from  li 

This  would  lead 

the  last  ten  year 

not  fall  far  short 

Buffalo  occu] 

terminus  of  the 

constituting,  as 

of  the  East  and 

lake  commerce 

miles— by  can 

miles;  fromNi 


S.  Doe.  118.  H 

kke^aild  $2,089,663  imports;  showing  an  aggregate  increase,  over 
I  the  value  of  the  business  of  1860,  of  $2,676,692. 

Black  Rock,  the  next  port  in  order,  is  similar  in  situation  to  the  last 
I  ijeicribed;  being  situate  on  the  Niagara  river  and  Erie  canal,  only  two 
I  loiles  distant  from  Bufiiila 

The  returns  of  the  trade  and  commerce  of  the  lakes  at  this  point  are 
usually  included,  by  the  collector,  with  those  of  Bufiala  In  1860  and 
1851,  they  were,  however,  made  distinct,  and  are  as  follows:  in  I860* 
11,947,693;  in  1861,  $2,349,334;  showing  an  increase  on  the  year  of 
$401,641.  The  principal  commerce  of  Black  Rock  consists  in  a  traffic 
carried  on  with  Canada,  by  means  of  a  ferry,  which  plies  constantly 
between  the  opposite  banks  of  the  riVer,  and  in  the  manufacture  of  flour, 
for  which  purpose  several  mills  have  been  established  at  this  point. 

Silver  creek,  Cattaraugus  creek.  Van  Buren  harbor,  and  Barcelona, 
are,  each  of  them,  convenient  landing-places  fer  supplies,  and  for  the 
shipping  of  the  produce  of  the  neighborhood;  but  tne  value  of  their 
commerce  has  not  been  made  up  or  returned,  as  the  small-class  vessels, 
which  ply  in  the  trade  between  Buffalo  and  these  ports,  rarely  extend 
their  trips  beyond  the  limits  of  the  district,  in  whicn  case  they  are  not 
required  to  report  their  cargoes  at  the  custom-house.  Their  imporU 
consist  of  all  kinds  of  merchandise,  and  their  exports  of  butter,  cheese, 
pork,  wool,  lumber,  and  vegetables,  the  country  behind  and  adjacent 
to  them  being  one  of  the  richest  and  most  fertile  portions  of  the  whole 
State  of  New  York. 

Dunkirk  is  situate  on  Lake  Erie,  about  46  miles  west  of  Buffalo, 
with  which  it  is  connected  by  railway.  It  has  a  fine  harbor,  with  an 
easy  access  for  vessels  of  light  draught  of  water,  and  communicates  with 
New  York  by  the  Erie  railroad,  464  miles  in  length.  There  are  some 
slight  obstructions  at  the  harbor  mouth,  as  is  the  case  with  most  of  the 
lake  ports,  which  if  removed,  would  make  navigation  perfectly  free  for 
vessels  of  light  draught;  but  the  bottom  being  of  rock,  it  cannot  readily 
be  deepened. 

The  commerce  of  Dunkirk,  which  previously  was  merely  nominal, 
amounted  in  1861,  afler  the  opening  otthe  Erie  railway,  to  the  sum  of 
$9,394,780,  being  of  exports  $4,000,000,  of  imports  $6,394,780.  The 
Buffalo  and  State  Line  railway,  which  connects  that  city  with  Dun- 
kirk, also  connects  it  with  Erie,  Pa. 

The  city  of  BuflTalo,  the  port  of  entry  of  this  district,  had  a  popula- 
tion in  1810,  of  1,508  persons;  in  1820,  of  2,095;  in  1830,  of^ 8,668; 
in  1840,  of  18,213 ;  and  in  1860,  of  42,261 ;  showing  an  increase  of  1 13 
per  cent,  from  1830  to  1840,  and  of  132  per  cent,  from  1840  to  1860. 
This  would  lead  to  the  conclusion,  on  the  average  rate  of  increase  on 
the  last  ten  years,  that  on  the  1st  of  January,  1852,  its  population  did 
not  fall  far  short  of  50,478  persons. 

Buffalo  occupies  a  commanding  business  situation  at  the  western 
terminus  of  the  Erie  canal  and  the  eastern  terminus  of  Lake  Erie, 
constituting,  as  it  were,  the  great  natural  gateway  between  the  marts 
of  the  East  and  the  producing  regions  of  the  West,  for  the  passajB;e  of  the 
lake  commerce.  It  is  distant  from  Albany,  on  a  straight  line,  288 
miles — ^by  canal  363,  and  by  railroad  325.  From  Rochester,  73 
miles;  from  Niagara  B'alls  22,  SSE.;  from  Cleveland  203,  ENE.;  from 


U^ywm 

, 

Wb 

j   ■■ 

■  ',) 

!  v"  -a 

Nf 


^ 


90 


S.   Doc.  112. 


L-^ 


J- 


11;  I    t    4 


1' 
iff 


w 


Dctmit  290,  E.  by  N.;  from  Mnckinaw  627,  8E.;  from  Gr^en^ny 
807,  E8E.;  from  Montreal,  Cun:ida  East,  427,  SW.;  and  from  Wash- 
inffton,  D.  C,  381,  NW. 

The  harbor  of  Buflitlo  is  constituted  by  the  mouth  of  Buffalo  creflc, 
which  has  tw«;lve  to  fourteen  feet  of  water  for  the  distance  of  a  mile 
from  its  mouth,  with  an  average  width  of  two  hundred  feet;  and  is  pro. 
tected  by  a  fine,  substantial  stone  pier  and  sea-wall  jutting  out  into  the 
lake,  at  the  end  of  which  there  is  a  handsome  light-house  twenty  feet 
in  diameter,  by  forty-six  feet  in  height;  there  is,  however,  a  bar  at  the 
mouth  preventing  the  access  of  any  vessels  drawing  above  ten  feet  of 
water.  A  ship-canal  seven  hundred  yards  l«)ng,  eighty  feet  wide,  and 
thirteen  deep,  has  been  constructed  into  the  place  as  a  further  accom- 
modation for  vessels  and  for  their  security  when  the  ice  is  running ;  yet 
the  harbor,  which  is  perfectly  easy  of  access  in  all  weathers,  is  very  far 
from  being  adequate  to  the  commerce  of  the  place,  and  is  oflen  so  much 
obstructed  by  small  craft  and  canal-b(}ats,  especially  when  forced  in 
suddenly  by  stress  of  weather,  that  ingress  or  egress  is  a  matter  not 
easily  or  rapidly  effected.  The  extension  of  the  Erie  canal  a  mile  to 
the  eastward  of  its  original  terminus,  and  the  construction  of  sifle-cuts 
into  it  for  the  refuge  of  boats,  will  do  something  to  relieve  this  pressure ; 
and  much  has  been  effected  by  the  enterprise  of  the  city  authorities,  who 
have  already  expended  large  sums  in  the  excavation  of  ship-canals 
inside  the  sea-wall,  on  which  warehouses  for  the  storing  of  goods  and 
facilitating  the  transhipment  of  merchandise  are  in  progress  of  erection. 

Two  very  large  canal  basins  are  also  in  progress,  under  the  auspices 
of  the  State,  for  the  better  and  safer  accommodation  of  canal-boats. 
This  will  tend  to  attract  them  from  the  main  harbor,  and  will  materially 
increase  its  capacity  for  lake  shipping.  One  of  the  above  named  basins 
is  being  constructed  near  the  mouth  of  the  harbor,  and  the  other  some- 
thing more  than  a  mile  distant,  easterly.  The  two,  being  in  the  imme- 
diate vicinity  of  the  creek  and  communicating  with  it,  and  also  with 
each  other  by  canal,  will  afford  ample  facilities  for  transhipment  to 
both  sides  of  the  city. 

More  than  this,  however,  is  required,  to  meet  the  demands  of  the 
large  and  daily  increasing  commerce  of  the  place,  and  it  is  contempla- 
ted to  open  a  new  channel  from  the  lake  to  the  creek,  at  above  a  mile's 
distance  from  its  mouth,  across  the  isthmus,  which  is  not  above  two 
hundred  and  fifty  yards  in  width;  and  this  improvement,  with  the 
erection  of  a  new  breakwater,  would  render  it  sufhciently  capacious  for 
the  computed  increase  of  shipping  for  many  years  to  come. 

Buffalo  is  a  handsome  and  well  built  city,  with  streets,  for  the  most 
part,  rectangular  and  rectilinear,  and  many  handsome  buildings.  It  is 
the  terminus  of  that  stupendous  State  work,  the  Erie  canal;  of  three 
Imes  of  railway  connectmg  it  directly  with  New  York ;  and  of  one  com- 
municating, through  Albany,  with  both  the  cities  of  New  York  and  Bos- 
ton. It  is  also  the  eastern  terminus  of  the  Buffalo  and  State  Line  rail- 
way, which  is  destined  to  extend  westward,  by  means  of  the  south 
shore  railways,  to  Toledo,  Detroit,  and  Chicago.  A  railroad  is  also 
projected  hence  to  Brantford,  in  Canada  West,  which  will  open  to  the 
city  the  whole  trade  of  the  rich  agricultural  valley  of  the  Grand  river, 
with  the  adjacent  lumbering  districts,  and  is  destined  to  connect  with 


L,c  creat  western  roa( 

\w  Lak<^  Huron  with 

I  irv-<lotk  of  sufficient 

joiis  burden,  and  thr 

line  railway  to  taci 

I  There  is  also  near  tm 

large  derrick  for  th( 

;hort,  it  appears  that 

progress  ot  the  times, 
Jr  her  natural  advant 
As  being  the  oldes 
far  held,  the  lead  in 
commercial  returns  c 
and  as  the  history  < 
history  of  the  rise  ai 
I  no  apology  will  be  r 
toryofthe  lake  com 
This  commerce  d 
j  the  year  in  which  l\ 
the  waters  of  Lak 
which  navigated  the 
that  date.     The  fii 
of  Lake  Erie  was  t 
sylvania,  in  1797. 
Black  Rock,  in  181 
of  all  the  lakes  abo 
of  772  tons,  and  6i 
steam  and  sail  torni 
In 
.-.■'''■■  It 

Ir 

»       '  li 

It  will  be  obser 
years,  was,  from 


Astonishing  aw 

quate  idea  of  the 

which  the  last  qu 

models  of  vessel 

burden,  together 

charging  cargoes 

tonnage  more  th 

of  the  commerce 

must  be  had  to  \ 

for  many  subs( 

buckets,  and  frc 


S.  Doc.  112. 


91 


Jic  great  western  road,  and  thence,  via  Detroit,  with  all  the  West,  and 
jhv  Luke  Huron  with  the  mineral  re^ons  of  Lake  Huperior.     It  hag  a 
|,|rv-dfK-k  of  .sufficient  capacity  to  aclmit  a  steamer  of  sixteen  hundred 
loiis  burden,  and  three  hundred  and  twenty  feet  length,  with  a  ma- 
rine railway  to  facilitate  the   hauling  out  and  repairing  of  vessels. 
There  is  also  near  the  same  ship-yard  in  which  these  are  to  be  found,  a 
large  derrick  for  the  handling  of  boilers  and  heavy  machinery.     In 
short,  it  appears  that  this  city  is  resolved  to  keep  fully  abreast  with  the 
progress  ot  the  times,  and  not  to  lose  the  start  which  she  took  by  force 
lol'ht'r  naturid  advantiiges,  through  any  want  of  energy  or  exertion. 

As  being  the  oldest  port  on  Lake  Erie,  and  having  taken,  and  thus 
far  held,  the  lead  in  the  amount  and  value  of  her  lake  commerce,  the 
commercial  returns  of  Buffalo  are  fuller  than  those  of  most  other  ports; 
and  as  the  history  of  her  commercial  progress  is  little  less  than  the 
history  of  the  rise  and  arlvancement  of  all  the  commerce  west  of  it, 
no  apology  will  be  necessary  for  entering  somewhat  fully  into  the  his- 
tory of  the  lake  commerce  of  Buffalo,  and  its  details,  at  this  time. 

This  commerce  dates  its  actual  commencement  from  the  year  1S25) 
the  year  in  which  the  canal  was  finished  and  opened,  so  as  to  connect 
the  waters  of  Lake  Erie  with  the  Atlantic ;  though  the  first  craft 
which  navigated  those  inland  waves  was  built  many  years  anterior  to 
that  date.  The  first  American  vessel  which  navigated  the  waters 
of  Lake  Erie  was  the  schooner  Washington,  built  near  Erie,  in  Penn- 
sylvania, in  1797.  The  first  steamer  on  this  lake  was  constructed  at 
Black  Rock,  in  1818.  In  1825,  however,  the  whole  licensed  tonnage 
of  all  the  lakes  above  the  Falls  of  Niagara  consisted  of  three  steamers 
of  772  tons,  and  61  sailing  craft  of  1,677  tons,  making  an  aggi'cgate  of 
steam  and  sail  tormage  entering  the  port  of  Bufiklo  of  only  2,440. 

In  1830  this  had  increased  to     16,300 


In  1835         «'            *♦ 

30,602    ^- 

t                        In  1841         «             " 

56,181 

f                  In  1846         "             " 

90,000 

^        •          In  1851         «             " 

153,426 

It  will  be  observed  that  the  ratio  of  increase,  during  this 

years,  was,   from  1825  to  1830,113  per  cent. 

per  annum. 

1830  to  1835,  18         " 

t( 

1836  to  1841,  13J       « 

t( 

1841  to  1846,  12         " 

{{ 

1846  to  1851,  14 

«( 

series  of 


Astonishing  and  unprecedented  as  is  this  increase,  it  yet  gives  no  ade- 
quate idea  of  the  increase  of  business  transacted  by  it;  for  the  changes 
which  the  last  quarter  of  a  century  has  wrought  in  the  construction  and 
models  of  vessels — adapting  them  to  greater  speed  and  capacity  for 
burden,  together  with  the  improvement  in  the  modes  of  shipping  and  dis- 
charging cargoes — have  increased  the  availabilitv  of  the  same  amount  of 
tonnage  more  than  tenfold.  In  order  to  ascertain  the  real  augmentation 
of  the  commerce  of  Buffalo,  duriii";  the  period  above  mentioned,  recourse 
must  be  had  to  the  quantities  of  the  articles  transported.  In  1825,  and 
for  many  subsequent  years,  all  the  grain  cargoes  were  handled  in 
buckets,  and  from  three  days  to  a  week  were  consumed  in  discharging 


S.  Doc.  112. 


'1  i 


M  ' 


?  I 


\h, 


H 


w 

'J-  i 


■I 


!i  i 


a  single  cargo,  durinff  which  tine  the  vessel  would,  on  an  average,  loge 
one  or  two  fair  winds ;  whereas  the  largest  cargoes  are  now  readily 
discharged  by  steam,  in  fewer  hours,  than  in  days  at  that  time. 

Again ;  steamers  now  require  but  twelve  hours  to  make  trips  for 
which  three  days  were  then,  at  the  least,  necessary. 

Up  to  the  year  1836  the  trade  consisted  principally  of  exports  of 
merchandise  to  the  West.  During  that  year,  however,  Onio  commenced 
exporting  breadstufis,  ashes,  and  wool,  to  some  extent.  The  following 
table  exhibits  the  quantities  of  several  leaduig  articles  of  western  pro- 
duce,  during  the  various  periods  from  1835  to  1861: 

Articles  thipped  eastioardfrom  Buffalo  by  canal. 


Articles. 

1835. 

1840. 

1845. 

1860. 

1861. 

Floor barrels.. 

Wheat bushels.. 

Cora* .........  do. ... 

Prurisious . . .  barrels . . 
Ashes....... ..do.... 

Staves No.. 

Wool pounds.. 

Butter  ^ 

Cheese  > do.... 

Lard     ) 

86,233 

95,071 

14,579 

6,502 

4,419 

8,565,272 

140,911 

1,030,632 

633,790 

861,198 

47,685 

25,070 

7,008 

22,410,660 

107,794 

3,422,667 

717,406 

1,364,990 

33,069 

68,000 

34,608 

86,896,431 

8,967,007 

6,697,007 

984,430 

3,304,647 

8,606,967 

146,836 

17,504 

169,479,504 

8,806,817 

17,634,981 

1,106,988 

3,666,006 

6,789,842 

117,734 

25,585 

75,927,669 

7,857,907 

11,102,883 

The  figures  above  are  taken  from  the  canal  returns  for  the  several 
years,  and  of  course  do  not  embrace  the  whole  imports  of  the  lakes, 
but  are  given  as  the  best  attainable  standards  of  the  increase  of  lake 
commerce,  up  to  the  date  when  the  statistics  of  that  commerce  began 
to  be  kept  in  a  manner  on  which  reliance  might  be  reposed. 

The  table  next  ensuing  will  give  a  fuller  and  more  satisfactory  idea 
of  the  actual  increase  of  the  trade,  as  well  as  of  the  various  kinds  of 
articles  received  at  Buffalo,  during  a  series  of  consecutive  years.  In 
this  table  all  packages  of  the  same  article  are  reduced  to  a  uniform 
size;  and  for  this  reason,  probably,  some  articles  will  be  found  to  vary 
in  quantity,  for  the  year  1851,  from  the  figures  contained  in  the  report 
made  up  at  the  collector's  office,  and  furnished  by  Mr.  Wm.  Ketchum, 
the  collector,  showing  the  receipts  at  Buffalo,  Dunkirk,  and  Tonawanda, 
by  lake,  together  with  their  tonnage,  their  value  at  each  point,  and  their 
aggregate  lor  all  the  points  combined. 

The  following  table  was  made  up  from  day  to  day,  durmg  the  several 
seasons,  and  will  be  found  substantially  correct.  By  reference  to  the 
official  tables,  following  this  report,  some  details  will  be  found  very 
curious,  and  interesting  at  this  juncture,  for  reasons  which  will  be 
adduced  hereafter:        , 


'*:  *    •''lii- 


Increase  on  186 


8.  Doc.  113. 


m 


ArtielM. 


Jlonr bsmU 

pork do... 

Seef. do-- 

BMon pound* 

8«eds barreb 

lumber feot 

Wool balet 

Fifh barrels 

Hidet No 

Lead pifia 

pig  iron tona 

CmI do. 

Honp balea 

Wbeat boahela 

Con do... 

Data do... 

Bfo do... 

Lard poonda 

X  Allow  •■■•■•  •■••  •••■••  ••  Ov  •  *  I 

Butter do... 

Aihei oaaka. 

WhUkey do.. 

Leather rolla 

Stavet No 


1848. 


1,849,000 
66,000 
53,813 
inoluded  la  pork 

9nm 

SI,  446, 000 

40,0SM 

6,0iM 

70,700 

S7,0G3 

4,193 

1S,9&0 

865 

4,590,117 

8.  SUB,  100 

660,000 

17,800 

6,638,118 

1,347,000 

6,873,000 

9,040 

38,700 

3,313 

8,091,000 


1849, 


18B0. 


1,907,436 

60,964 

61,008 

6,103,000 

81,078 

33,036,768 

40,078 

6,003 

68,010 

14,748 

3,138 

9,670 

414 

4,943,078 

3,381,661 

308,384 

6,863 

6,311,037 

1,773,660 

9,714,170 

14,680 

38,763 

3,870 

14,183,608 


1861. 


1,088,381 

1,816,603 

40,849 

38,169 

84,719 

73,074 

0, 568, 808 

7,961,300 

9,674 

11,196 

63,070,000 

68,006,000 

63,443 

60,943 

10,867 

7,876 

78,088 

48,430 

17,961 

88,713 

8,881 

9,739 

10,461 

17,344 

481 

3,093 

3,678,886 

4,107,131 

8,604,000 

5,988,775 

347,108 

1,140,348 

60 

10,668 

6,003,638 

4,798,500 

1,003,688 

),  053, 900 

6,808,844 

3,343,900 

17,316 

13,509 

30,189 

66,534 

8,883 

8,186 

19,617,000 

10,519,000 

At  the  present  moment  the  official  documcntff,  alhidcd  to  above  as 
following  this  report,  merit  something  more  than  ordinary  attention,  as 
ihey  display  the  character,  quantity,  and  efttiinatcd  value  of  each  article 
passing  over  the  lakes  eastward,  in  pursuit  of  a  market,  and  the  places 
of  shipment  on  the  lake  indicating,  with  iufKcicnt  accuracy,  the 
regions  where  produced.  Thus  it  will  be  observed  that  the  small* 
amount  of  cotton,  received,  came  via  Toledo,  which  mny  be  jield  to  sig- 
nify that  it  reached  that  point  by  canal  from  Cincinnati,  to  which  place 
it  had  been  brought  from  the  southward  by  the  Ohio  river.  The  same 
remarks  will  apply  to  tobacco,  and  in  some  8ort  to  flax  and  hemp. 
The  latter,  however,  arrive  in  nearly  e<mal  (|uantitie8  by  this  route, 
and  by  the  Illinois  river,  the  Illinois  and  Michigan  canal,  and  by  lake 
from  Missouri. 

Nothing  can  be  more  interesting  or  instructive,  a§  connected  with  the 
lake  trade,  than  statistics  like  these,  sitowing  whence  come  these  vast 
supplies,  and  what  superficies  of  country  w  made  tributary  to  this 
immense  commerce. 

The  recapitulation  of  the  tables,  referred  to,  shows  the  commerce  of 
Buffalo  to  have  been — 

In  1851,  of  imports,  731,462  tons,  valued  at $31,889,951 

"  exports,  204,636    "  »         44,2U1,720 

Making  an  aggregate  of 76,091,671 

In  1860  it  was 67,027,618 

Increase  on  1861 9,064,153 


,f'i 


I 


f . 


if 

14, 


H  S.   Doe    lie. 

Of  the  trade  there  were,  in  1861,  imports  from  Canada. .      S507,5l7 
"  "  "        exports  to  Canada G13,94« 

Total  Canadian  trade  of  1861 _l|12^l,465 

Of  the  trade  there  were,  in  1860,  imports  from  Canada. . .      $307,074 
"  «•  "        exports  to  Canada 220,196 

Total  Canadian  trade  of  1860 627,270 

Increase  -of  Canadian  trade  on  1861 $694,195 

It  is,  perhaps,  proper  here  to  observe  that  much  of  the  property 
purchased  in  Buffalo  for  the  Canadian  market  passes  over  the  iNiugara 
Falls  railway  to  the  suspension  bridge,  where  it  is  reported  as  passing 
into  Canada  from  the  Niagara  district,  and  is  as  such  reported  as  the 
trade  of  that  district. 

The  tonnage  of  this  port  exhibits  an  increase  no  less  gratifying  than 
that  of  the  commerce. 

Tonnage  for  1851. 


BRITJ8R. 

AMKRIOAN. 

Crews, 
total. 

Yeiseli. 

Tons. 

Vesieli. 

Tons. 

A  ArriralB 

7,227 

7,486 

601 
593 

72,212 
71,241 

170 
205 

30,100 

ClMrances 

31,927 

Ammmte ;..  ...... .. 

14,713 

1,194 
939 

143,453 
149,637 

375 

628 

69,087 
56,048 

Do.     ofl850 

Increaae  and  decreane. ..... . . 

inc.  255 

dec.  5, 084 

dec.  153 
255 

inc.  12, 979 

5,084 

Assreffate  increaae  for  1851 

From  and  to  foreim  vorts 

102 

7,895 

Coasting  trade  for  1851. 


'.'"  ; ''  i:.'- 

No. 

Tons. 

Men. 

Outward 

3,719 
3,762 

1,448,772 
1,433,777 

60,374 

59,705 

Inward 

Total  coastinir 

7,481 

2,882,049 

120,079 

Total  coasting  and  foreign 

9,050 

8,444 

3,087,530 
2,713,700 

134,792 
125,672 

Do.      do.               do.    1850 

Increase  of  1851 

606 

373,830 

9,120 

a  Doc.  119. 

Tliis  nrrny  of  tonnage  would  suffer  little  hy  compnridon  witli  that  of 
any  oi'  our  Atlantic  ports.  It  is  composed  of  107  steamers  and  steam- 
propellers,  and  607  sailing  vessels,  varying  in  size  from  Mteamers  of  310 
li-et  len^h  and  1,600  tons  burden,  to  the  sniuUcHt  class  of  both  steimi 
and  sailing  vessels.  It  is  a  significant  fact,  that  out  of  nearly  7,000  tons 
of  vessels  Duilding  at  Bufiido  on  the  Ist  of  January,  1862,  there  waa 
but  one  sailing  vessel— of  230  tons— the  remainder  consisting  of  steamers 
and  propellers ;  showing  conclusively  that  steam  is  daily  growing  more 
rapidly  mto  favor  in  a  trade  so  admirably  adapted  to  its  successful  ap- 
plication as  that  of  the  western  lakes. 

The  present  population  of  Buffiilo,  as  stated  above,  is  estimated  at 
50,000  persons ;  the  principal  part  of  the  inhabitants  being  empWed 
in  occupations  more  or  les;*  closely  connected  with  the  commerce  of  the 
lakes  and  canals. 

There  is,  moreover,  much  manufacturing  successfully  carried  on  in 
this  place,  more  especially  in  leather,  iron,  and  wood. 

In  the  above  calculation  of  the  commerce  of  Bufliilo,  no  estimate  has 
been  made  of  the  enormous  passenger  trade,  or  of  the  value  of  the 
many  tons  of  valuable  goods  and  specie  transported  by  express  over 
the  railways  and  on  board  the  steamers.  But  were  it  possible  to  ar- 
rive at  the  value  of  such  commerce,  it  cannot  be  doubted  that  it  would 
swell  the  aggregate  amount  of  the  trade,  by  many  millions  of  dollars. 

The  enrolled  and  licensed  tonnage  of  this  district  is  22,438  tons,  of 
steam  measurement;  and  23,619  tons  of  sail,  enrolled. 


■•'1J 


■.-.'■Us: .  <  .,  ■ 


-■„-■  ■      (    '   : 


'  v.-;*-'5ii 


u:  |<v 


,-i*     T'     -■•*      ■;       r'     ~-      - 


) 


hi  •> 


1 

IP'      I 


*W 


I 
I 

I 


1 

I 
i 


Q. 

'£ 
QQ 


n 
1 


S 


I 


It 
1 


J 


*1 

It 


I 


SI 

■5-5 


a 


flfS 


r 


2L 
g. 

e 

s 

5 


8.  Doc.  lit. 


3!35ii8 


SSS8IB83 


k 


■A 


ef 


oon  — •oi  9>  ~  w 

«  «  «  •>  4-»  »ft  «B 


3 

9 

I 


I. 


II 


r- 


■A 


>A 


j 

i 


^ 

^ 


e. 


J^ 


{^ARMl  </ nropfrty, 
Jrom  Canattafj/br  tht 
tities  o/each  kinJjt 


gilftr  Crack 
Dttubirk . 
BtfctktM. 

CtfllMtUi, 

ikihukbula 
Modi«onDoek 

Fiirport 

Black  River 

Virmiltion 

Clinland 

Httronand  Milan.. • 

Siadufky 

Frtmont 

Tokdo ,i 

Monro*.. ....•.•••< 

Oibnllw 

Ditroil 

Tnnton 

8L  Clair 

Saciaaw 

Mackinaw 

OncnBaT 

B«aTer  Ulanda  .... 

Grand  Haven 

StJoMpk'a 

Shcboycan 

Milwaukie 


Racina*  .............. 

Kanoaha ........•••.. 

Waukfgan 

Chicago 

Micbi|anCit7 


Canada . . . 
Total. 


8 


&  Doc.  118, 


\ 


97 


Siatemeni  (f  nropnty,  moving  etutynrd^  reeeittd  at  Buffalo,  coattwue  and 
fnm  Canaaa/for  the  year  1 851 :  ihowing  the  kinds  of' propertif,  and  qvan- 
titia  of  each  kind,Jrom  each  American  port  and  Canada, 


PorU 

AakM. 

Al*. 

Alcohol.         Barlay. 

CMka. 

Batrda. 

Ooua. 

Cok' 

Buihela. 

SilMr  CfMk  ......••. 

Diukirk 

B«roik>M 

IM 

COAPMUt 

iihubula 

996* 

66 
113 

".* 478' 

78 

79 

1,51S 

fi36 

1,038 

999 

1,6»0 

779 

si' 

4,'a8 

1 

HoduonDoek 

Fiirport 

BiKk  River 

Vtfmillion 

•     ••••t»*«t« 

ritvcland 

4 

195 

iS 

Huron  and  Milan 

17 
5* 

840 
956' 

pMinfliit  .•.>•>••••••. 

Toledo 

ManNM..  ••••.•••.•  •• 

Oibnilw >••.. 

38 

Diimit  .............. 

9,843 

• 

TMnton  ..••••..•••.. 

St  Clftir 

ftwiilaw. .  ............ 

Mickinsw  •  •••.••••!• 

Onto  Bey. ••!••••••• 

11 

Bfarar  lafandt  .•••••• 

Onnd  Haven  ........ 

909 

9 

579 

5Ui 

97 

49 

StJoMpk'a 

Skcbovran ........... 

•••••• ••••t' 

MilwBUKie 

88,564 

17,719 

18, 579 

6.368 

Chicaco   ••••••#••••• 

376 
16 

35 

10,365 

Michigan  City 

13,458 
963 

62 

789 

146, 573 

Cuiada  >••••••••••••# 

39 

19,615 

Total 

13,731 

C3 

39 

789 

1C6, 188 

8 


...  'I 

I-  r 

i  ■  '■ 

I  ii 


V 


Un* 


Vq 


S.  Doc.  112..., 

STATEMENT—Continued. 


^t-''^    r    ifcv,vflr^;vv 


Portt. 

Bark. 

Barrel*. 

Boxea. 

Bag.. 

Packagaa. 

Bundles. 

Silrer  Creek 

Dunkirk 



Bareelom*  ••«•••••••• 

Erie 

Conneaut 

Aihiabula 

6 

Madieon  Dock 

Fairport ...■ 

BlacK  River 

Vermillion 

Cleveland 

Huron  and  Milan  . . .  i . 

Sanduaky 

Fremont 

Toledo 

Monroe , 

Gibraltar 

17 

S7 
6 

31 

3 

Detroit 

38 

Trenton 

St.  Clair 

Saginaw 

Mackinaw 

Green  Bay 

11 

Beaver  Islands 

Grand  Haven 

St.  Josephs 

Milwaukie •«••• 

Racine .«•■• 

Kenosha 

Wauk^an *  •  •  • 

Chicaeo 

Michican  CitT 

Canada 

S3 

44 

SI 

3 

38 

Total 

S3 

44 

21 

3 

38 

m 


ilea. 


•  •  •  •  t 

•  •  •  •  « 
••••• 
•••a* 
••  •  ft 

••••• 
••  •  •# 

•  •  •  •  t 

•  «••  • 


38 

•  •• 

38 


S.  Dec.  112. 

STATEMENT— Continued. 


99 


Port*. 

Beef. 

Beeawaz. 

Barrela. 

Tiarees. 

Caaks. 

Barrela. 

Caaka. 

Boxes. 

Oliver  Creek 

nnnkirlr  ....  ........ 

Rmeelona.  ••••••••••■ 

Erie 

54 

1,092 

589 

2 
2 
2 

1 

r!nnneettt. ........... 

Afihtabula  ..•••...... 

Madiioii  Dock  ...•••• 

Fairport 

Black  River 

91 

•  •••••  •••• 

• 

Vermillion.  .......... 

106 
3,129 
1,335 

986 

10 

nieveland ............ 

4,630 

46 
1 
23 
11 
104 
13 

5 

11 

Huron  and  Milan ..... 

JiUnduak  V ............ 

9 

8 

Fremont.,  t  ••••••.«•. 

Toledo  •••••••••••••• 

6,646 
1,109 

86 

46 

310 

2 

Gibraltar 

Detroit  i«i.tt««»a«>«« 

290 

20 

2 

1 

Trenton 

St.  Clair 

Saginaw »,,,, 

Mackinaw • . 

Sreen  Bay 

Bwver  lalanda 

Grand  Haven 

2 

St.  Joeeph'a 

Sheboyean  

1 

Milwaukie 

1,806 
2,526 

Racine 

3 

Kenosha  

Waukegan 

Chicago 

34,322 
443 

1,504 

23 

1 

3 

Michigan  City 

Canada 

54,414 

6,222 

356 
4 

253 
iLV7 

9 

33 

Total 

54,414 

6,222 

356 

q 

32 

■    f 

ri 

M 

4 

m 

M: 

p 

^  It 


100 


r  >  ; 


1 

I 


W 


il" 


S.  Doc.  112.  i. 

STATEMENT— Continued. 


^      Portti. 

.1 

Bacon  and  hama. 

Boxes. 

Barrel!. 

Ticrcea. 

Caaka. 

Hhds. 

To-sa. 

fill  VAr  r^Mfik  I'*  A  a  • ... . 

Dunkirk ««■••• 

5 

Barcelona..., 

Erie .....•• 

6* 

1 
6 

i" 

30 

AflKtfihiilA           ....... 

3 

Vaireort ...    ......••■ 

7 

35 

38 

141 

8 

337 

34 

1,010 

7 

Rljir ir  Ri v^r 

3 

30 

1,333 

VnrminiAn    .....>«««• 

'^ 

€^\ttwtk\mnA .    .......... 

136 
S3 

13 

Tf  uron  and  Af  ilan 

Sanduikv.  ....•..•••• 

31 

197 

16 

1,087 

15 

Fremont  ....>....>•>. 

""i,*600* 

Toledo..  ••••••••••••• 

53 

1 

94 

S3 

&f onroe    .......*.... 

Gibraltar •.... 

Df  Iroit 

1 

433 

30 

3i 

Tranton 

St.  Clair 

Saffinnw.  •••••••••••. 

Maekinaw. .......... 

Oreeti  Bav...    ........ 

Beaver  lamndfl.  ..*•>. 

Grand  Haven ........ 

St.  Joseoh'a 

Qhebovffan  ....>•••>. 

IVf il waiikie...   ........ 

38 

Racine  ••■••••••••••• 

55 
14 
34 

3,008 
46 

Kenosha. ............ 

l^aukefivn....  .... .... 

Chicaf  0 

44 

36 
17 

836 

1 

"  i*,S16' 

Sdichisan  Cilv. ....... 

Canada 

336 

4,315 

1,793 

3,560 

95 

l,384i 

Total 

336 

4,315 

1,793 

3,560 

95 

1,384» 

a  Doc.  112. 

STATEMENT— Continued. 


lOl 


Porta. 

Broomi. 

Broom  corn. 

Hooka. 

Boota 
and  shoes. 

Bladders. 

Dozen. 

Bale*. 

Ton.. 

Boxes. 

Boxes. 

Barrela. 

Ailvrr  Creek. ........ 

Riirfwkina.    .......... 

Krie 

173 

11 

• 

13 

AflhtabnliL.  .*........ 

1 

71 
197 



Pairnort. ............ 

Rlaek  River . ........ 

Vennillion. ..   ....... 

3U' 

1,383 

348 
.19 
58 

niAvelftnd  ..•«.•••>«• 

74 

9 

69 

30 

Hiiran  and  Milan..   . . 

Sftnduiky ••••• 

3 

3 

Toledo  ••••••••»••••• 

311 

79 

529 

133 

5 

5 

M^nnroA ............. 

GKbtaltar.  •.•••••..•• 

, 

Detroit  .•••••>••••••• 

465 

53 

8 

39 

Tranton... 

St.  Clair 

Sasinaw  •••..••••••• 

Mackinaw. .......... 

{}reen  Bav  .......... 

Beaver  lalandi.. .  •  •  •  • 

Grand  Haven ........ 

St.  Joseph's.... 

Sheboygan 

Milwaukie  ..•••••••• 

194 

3 

I 
3 

849 
895 

8i 

5 

Rftcino  •■••••*••••••• 

83 

3 

ir^nnflha... .......... 

IKTmilr^iran..   ........ 

116 
536 

Chicago......  •• 

Michigan  Citv    ...... 

1,494 

38 

13 

pAnada .  ............ 

3,380 

5,338 

81 

337 
3 

84 

7 

... 

Total..  •••••••••• 

3,380 

5,338 

8i 

340 

84 

7 

i'l  m 


^fi 


\192 


h 


mt    i 


a  Doc  lis. 

STATEMENT— Continued. 


;A' 

1  '' 
Fort*.  . 

Bvttar. 

^Bee, 
botdee. 

' 

Kegs. 

Firkiof. 

Barrels. 

CHks. 

Hhds. 

Number. 

flilvAr  Crflek.  .«•••••• 

Dunkirk 

40 

318 

3,539 

671 

684 

61 

333 

61 

53 

4,496 

353 

3,711 

671 

3,064 

13 

309* 

Barcdons  .•••••••••• 

Erie 

149 
33 
39 

81 
31 
43 

1.100 

ConnaauL ...   ....•.• 

Aihlabula •••• 

4 

Maitiinn  Donk  .••*•-■ 

Faimort  .........•••• 

10 

39 

40 

5 

667 

Black  Rirer 

Claveland .  ...•••.... 

869 

6 

54 

14 

8 

Huron  and  Milan .... 

Sandusky 

Fremont  •>......•.«• 

6 

339 

3 

5 

Toledo 

4 
34 

Monroe. ............ 

Gibraltar 

Detroit... 

Trenton....  ....•.•.•. 

St.  Clair 

Saffinaw  ............ 

Mackinaw.  .......••. 

Green  Bay  .....•••.. 

Beaver  lafanda..  •  •  •  • « 

Grand  Haven ........ 

St.  Joaeoh's 

...••• >••• 

Sheboygan 

Milwaukie .......... 

6 

356 

109 

1,581 

3 

4 

Racine. ............. 

Kenosha...  • 

Waukeean • . . . . 

Chisago 

Michigan  City 

787 
11 

33 

30 

Canada  

19,017 
934 

1,339 

1,156 

18 

.    8 

1,6'JO 

Total 

19,351 

1,329 

1,156 

1  i 

8 

1,600 

tT'\n 


-  S.  Doc.  112. 

STATEMENT— Continued. 


^108 


Ports. 

BMr 

pumpa. 

Bath  brick 

Brick. 

Bonea. 

Namber. 

Namber. 

Number. 

Ton*. 

Tons. 

Hhda. 

Silver  Creek.  ......... 

Dunkirk 

Barcelona 

|i!rifl •••••.... 

34,000 

86 

f^Mineaut.  ..•.•....•. 

Aehtabula 

Mediion  Dock  .•.*... 

Fairport.  •■••i....... 

Black  River 

Vermillion 

Cleveland 

""ii'.eoo' 

30 

5* 

Huron  and  Milan  >  • . . 

6 

Sandutky 

S 

Fremont  ...•..••  •.. 

Toledo 

Monroe 

Gibraltar 

Detroit 

38 

Trenton..,.  ••....•.•. 

St.  Clair 

gafinaw 

• 

Mackinaw 

Green  Bay 

Beaver  la  anda 

Grand  Haven. 

St.  Joaeph's 

Shebovean  .......... 

Mil  waukie 

Racine 

Kenoaha 

Waukegan 

Chicago.. 

..I....... 

317 

Michiean  Citv ....... 

11 

3 

37,800 

56 

5 

373 

Canada 

805 

Total 

3 

805 

37,800 

56 

5 

273 

.':'  i' 


104 

8.  Doc.  112. 

STATEMENT— Continued. 

Porta. 

Briatlea. 

'  Brandy. 

Buffalo 
robea. 

Caodlw. 
Boxee. 

t-^T     ■ 

Saeka. 

Caaka. 

Hhda. 

Caaka. 

Balea. 

Silver  Creek 

Dunhirk 

Barcelona 

Erie 

Conneaut 

Aahiabula 

MadieonDock 

Fai.port 

Black  River 

80 

Vermillion 

Clereland 

io' 

18* 

". 990 

Huron  and  Milan . . . 

Sanduaky 

leo 

Fremont 

Toledo 

8 

1.419 

Monroe 

Qibrnltar 

Detroit , 

U 

13 

Tienlon 

St.  Clair 

Saginaw 

Mackinaw 

Green  Bav 

io 

Beaver  lelanda 

Grand  Haven 

St  Joaeph*a 

Sheboyfan 

Milwaukie 

i* 

Racine 

Kenoaha 

Waukrgan 

Chicago 

is 

""sim 

959 

Michigan  City 

10 

20 

3,246 

3,551 

Canada 

4 

1 

ToUl 

10 

20 

4 

1 

3,946 

3,551 

gilnr  Creek. 

Dookirk.. 
Barcelona. 

Erie.      , 
Conneaut., 

Aihtabula...."" 
(ladieonDock.... 

Fiirport 

Black  River 

Vtrmiilion 

CIcTcland 

Huron  and  Milan. 

Suidoaky 

Fremont. ........ 

Toledo 

Monroe 

Gibraltar 

Detroit > 

Trenton.. 

St.  Clair. 

Saginaw 

Miekinaw 

Green  Bay 

Beaver  lalanda... 
Qiand  Haven  . . . 

StJoiieph'a 

Sheboygan 

Milwaultie. 

Racine 

Kenoaha 

Wukegan 

Chicago 

Michigan  City... 


Canada.... 
Total. 


m ) 


&  Doc.  112. 

STATEMENT~<;ontinued. 


105 


Porto. 

Carpeting. 

Carriagao. 

Cadarpoata. 

Cement. 

Roll*. 

Namber. 

■  Corda. 

Nunbar. 

Barrela. 

simrCrMk •  •  •  • . 

Dookirk 

a' 

5 

6* 

21* 

Chu     .....••••••••.. 

6"" ••••••«. 

Conneaut 

1  ■htMbulfta  ■•■■•..•••. 

•  ••••••••••• 



MadiionDock 

480 

niar  t  RjTcr  ....••■••. 

V»rmillion. •  •  •  •  • 

Clereland 

Huron  and  Milan. .  •  • . 

41 

15 
3 
3 

£00 

521 

Stndusky  #•••• 

1 

681 

500 
20 

Toledo. 

1 
1 

14 

32 

MAfiroc ••••». 

Gibraltar ••• 

fVirnit ••.. 

3 

72 

Trtinion.  •••.••••••••. 

Sl  Clair. 

fhviniiw  ............. 

Mipkinaw  ........... 

, 

,,,,,,,,,,,, 

Qt*tn  BaVt  .•••••«•«. 

BMTflr  lalanda 

Orand  Haven ........ 

8l  JoMDb'a •  •  •  • . 

ilkithnve'An.. .......... 

2 

7 

30 

RieinA   ..•.•••••■■■■•a 

KnnAiha.  ...«..*•««>• 

Wi  nkcffan   ......«.«. 

1 
5 

Ch>ca((0 

Miehivan  Cltv. ....... 

8 

29 

PfliiailA  .    ............ 

55 
2 

156 
15 

742 

1,530 

521 

Total 

57 

171 

742 

1,530 

521 

^ 


:'    >       ' 


li  ' 


[^ 


106 


S.  Doe.  112. 

STATEMENT— Continued. 


Porta. 

ChMM. 

Oidsr. 

Cigars. 

Cotl. 

BOZM. 

CMks. 

Tons. 

BBTTils. 

Cases. 

Torn, 

Silver  Creek 

Dunkirk 

m 

134 

207 

,,,, 

Erie 

Conneaut 

Aihtabula 

43,465 
18,648 
38,789 

'**S2,*786' 
357 
116 
26,298 

87 

16,99 

42 

14 
11 

Madieon  Doek • 

is* 

l^aimArt  ....>>>>■••■• 

•  ....••.1 

Black  RiTer« 

Vermillion. , 

Cleveland  ....•••••••• 

2 

25 

81 

I 

4 

% 

Huron  and  Milan 

Sanduaky ■ 

'»( 

Fremont 

Toledo  •••••«..•••••• 

772* 

9* 

5 

6' 

6* 

MonrAA  .•.•««•••■«■• 

Gibraltar 

nelmit • ..... 

io' 

Trenton 

St.  Clair 

Saginaw 

Mackinaw 

Qreen  Bay.a 

Beaver  laland 

Grand  Haven 

"*'i*864' 

St.  Joseph's, 

Sheboyean 

Mil  waukie  ........... 

9 

•  • 1 

Racine  ••••• 

Kenosha 

' 

Waukegan 



Chicago 

Michiean  CitT.  •<••••. 

...  ...ixi 

Canadftio  •••••••*>• 

163,099 

701 

62 

77 
17 

57 

17,011 

Total 

163,099 

701 

62 

84 

57 

n.oij 

Ports. 


SlwrCrMk... 

Donkirk 

{treelona 

Efi«"V 

Conntant 

^blabula..... 
MidlMn  Doek. 


BtekRiw 

Vermillion 

CJeveland 

Horon and  Milan.... 

8ind»*y 

remont 

Toledo...  ....••••••• 

Monroe 

Oibreltar 

Detroit < 

Trenton 

St.  Clair. 


8t|inBW ............ 

{ilaekinaw 

OtMoBajr... 

Beaver  Islands 

Otand  Haven 

guJoeeph's 

Sheboygan ••• 

Milwaukie 

Racin 

Kenoiha 

Weukegan 

Chicago 

Michigan  City 


Canada . .  • 
Total. 


\m .... 

hi 


8.  Doe.  118. 

STATEMENT— Contlimed. 


107 


Portf. 

Coin. 

Coppwr. 

Coffee. 

Dollars. 

PaekagM. 

Btmla. 

Tom. 

PkeM. 

Saeka. 

ffiiMT  Cnflk  .•••••>•. 

ftankirk  .<..•.•••••• 

Btfcelona 

eJ« .••.. 

i* 

i' 

i' 

ConnMQt. 

S 

Msdiion  Dockt****** 

BlaekRWer. 

yermillion 

Clenland 

Horon  and  Milan 

Smduiky 

is' 

is' 

iii* 

6 

1 

18 
5 
4 

818' 

"""iMJ 

W 

5 

Toledo 

Monroe 

Qibnlur 

Detroit 

''ieoiioo' 

iii' 

78* 

i* 

96 
38 

St.  Clair. 

Sninaw 

OmUIII  DsV.  .......... 

8 

Beaver  Islands 

flMnil  Havsn. ....... 

fit  TnMnh'fl. ......... 

r 

4* 

• 1 

Parinft  .........a.... 

Kenosha 

Waukegan 

9 

80* 

9 

ifftti  <•< 

Mirkwan    CilV     mmmMmt 

1 

160,400 

173 

ft88 

9 

949 

15 

53 

Total • 

.     160,400 

173 

640 

948J 

I             15 

53 

'■all 


'-33 


108 


S.  Doe.  112. 

STATEMENT— Continued. 


Porta. 

Corn. 

Com  meal. 

Cotton. 

Cranberries. 

Deer  rtim 

Buahela. 

Barrels. 

Bales. 

Barrels. 

Packi. 

SilmCrtek 

'  ^ 

Dunkirk 

Barcelona 

Erie 

""i8,*369" 
13,131 

•  '..I. 

ConnAAiiL..  ...••••••• 

1 

Aahtabula •  •  •  • 

a 

MadieonDoek 

1,300 

8,300 

13,801 

80,387 

458,503 

890,051 

397,114 

43,740 

1,898,509 

19,615 

8 

Fairport..  .«• 

Blaek  lUTer 

Vermillion 

ClBTeland ............ 

327 
43 

8 

. 

Haron  and  Milan 

Sandusky 

38 

t 

Fremont 

Toledo •••*• 

1,043 

3!0 

323 
364 

ic 

Monroe. 

If 

Gibraltar.. 

^ 

Detroit. *•• 

333,304 
3,100 

1,589 

740 

Trenton 



1 

St  Clair 

Haginaw.  ••• 



Biaekinaw 

Oreen  Bay • 

3* 

«' 

8 
5 



Beaver  laianda 

Grand  Haven 

St.  JoeeDh'e 

80,907 

MilwauKie. ......... 

83,548 

9,577 

6,498 

13,639 

3,351,888 

318,363 

u 

Racine ••• 

1 

Kenosha.. 

1 

Woukegan 

Chicago 

33 

8 

lei 

Michigan  City. 

Canada 

5,938,738 
8 

3,929 

310 

1,417 

9J7 

Total 

5,938,746 

2,999 

310 

1,417 

930 

tCisir 

rinaw. 

Iickinaw 

xnBay 

tret  Islands., 
find  Haven.. 
iJoteph's.., 
leboygan . . . . 
Klwaukie . . . . 


une • 

tenneha. 

jTaulcegan  . . . . 

Ihicago 

lich  „  n  City. 


nida . . < 
Total. 


*  '.i 


a  Doc  lis. 

STATEMENT— Continued. 


109 


Ports. 

Earthmwara. 

Egg.. 

Paatbara. 

Fait. 

Caaka. 

Barrcla. 

Crataa. 

Bamla. 

Saeka. 

Rolla. 

iM,  Crceki  •••••••• 

tikirk 

.a««lAflA   .•■   ■■•■*■■■ 

3* 

85 

i9* 

161 
170 
963 

498' 

1 

87 

6,880 

9,140 

953 

664 

64 

IfCeKHW  ••••••••••• 

79 

1 

*•••••••••••••••• 

1 

ihUDUW  • .  •  • 

idifonDock 

> 

19 

39 

Ln  r  RiVAf ■  .•>••••■■ 

.fMiillion  .••>..••>> 

Uv^'ftllll    >«•••    aaaaa. 

68 

9 

65 

1,159 

7 

413 

9 

1,407 

69S 

inMn  and  Milan 

••••••••• 

369 

MviAnt  .>>•>*>■>•« 

rttMlA «.... 

7 

13 

lAnMtf  ..«■«*••*«■>* 

t'rJ.tMt  .••>••• 

»t  it 

181 

34 

W-tnn.  .>>■.•«....• 

l(  W' 

MA  Bav >••••• 

HVAr  lilanda.. ...... 

A 

find  Haven** •••••• 

'  JnMDh'a  .•••••■•« 

••• • 

lilwaukio  • ••• 

999 
47 
39 
,,,,,,,,,  1 

6 

ifinA.  *.■.•••.*•*■■ 

Mmha..  •...>.....* 

fjinkeimn  ....*..... 

'kiMlf A.   ...........a 

993 

959 

Dicagu* .  t« •••• 

lirh-      n  GltV........ 

■uuda •••••• 

154 

3 

116 

11,371 
61 

3,331 
5 

1,057 

Total 

154 

3 

116 

11,439 

3,336 

1,057 

I      t 


^  M 


I  ti 


110 


1 


&  Doe.  118. 

STATEMENT— Continued. 


Poilf. 

PMi. 

Firawood. 

Fkxaod  hemp. 

Flaaaaad.         I 

Bamia. 

Corda. 

Batas. 

Tona. 

Baeka. 

Barwta. 

Silver  Crack 

^ 

Dunkirk 

Barcelona 

Erie 

Conneant 

Aahiabttla 

7 
4 

i' 

isi* 

78* 

ii 

MadiaonOoek 

Pkimort  .••••••foo- 

Black  Rivert 

VermlMioB 

Clavalam! 

Huron  and  Milar..t. 

443* 

801* 

171 

4« 

( 

88 
Ml 

4 

SAndutkv  .•...•.•••. 

6 

853* 

1 

""i,'667' 
697* 

""3,"  495* 

973 
1,506 

798* 

544 

966 

9* 

430 
9 

190 
963* 

Framont 

Toledo 

Manroe. ............ 

863* 

Gibraltar 

Detroit ••••••• 

Trenton 

St.  Clair 

•••••••#• a 

Saginaw 

Mackinaw  •  •  •  ••••*••• 

Orecn  Bay •••• 

43* 

TO 

BetAer  iiifanda 

Grand  Haven 

St.  Joaeph*i 

Sheboygan 

MilwauKie.... 

4* 

**'*i,'i33' 

189* 

i 

u 

Hacine 

Kenosha 

Waukegan 

ChiraffOt  •••••*«••■•• 

Michigan  City 

9,979 
3 

3,471 

113 

1,338 

1,848 
9 

Canada  ••<••>.  t  ••  t  •  • 

83 

Total >..•. 

9,981 

83 

3,471 

113 

1,338 

1,857 

Fll 


porU. 


r  Creek 
kirk.... 
■lona... 


lUt 

^lebula 

li^iMHiDoek 

»rt 

Rlter 

^iraillion 

hwlind . . .  • 

Itron  and  Milan  .  ■ 

luiky 

rmnont 

roWo 

lonroe 

librtltar 

)it 

rrwton 

Clair 

•pnaw 

iKiioaw 

jnBay 

Bei»«Iilanda 

Itind  Haven 

Joieph*a 

Bhiboygan 

"lilwaulu 

iBwine 

IKenMha 

Wiukegan 

IChicBgo 

Mi<!hig«nCity.... 


ICantda. 


Total. 


w 


u 


m 

4tt 

i 

S47 


1.848 
9 


8.  Ddc.  118. 

STATEMk.  T— C'jnthiued. 


IfT 


11 


M^wi 


Portf. 

Flour. 

Frai^ 

ITMII. 

Frail,  driad. 

Bamla. 

Bamla. 

Barrala. 

Boxea. 

Baakata. 

Sacka. 

llnrCrMk 

uibirk •• 

5 

6 

4,070 

^lacirB  .••••.••••••• 

104 
98 
63 

7 

93 
144 

88 

978 

38 

89 

40 

irONvna  ..«•.•..... 

8 
9 

r*anJMIltaa>  .  a. ■•■«.. 

98 

takiahulA.  ....  ...... 

94 

iiiiaoui>> 

ixliion  Dock 

LiMWirt. .....  ....... 

618 

558 

6,959 

360,050 

9,013 

91,405 

619 

918.919 

78,977 

970,551 

18 

4 

kci  Rivtr  t  ...■•... 

Vimillion 

!*»•••'"*:•••.•, 

gurpnana  Miwn  ... 

kidiukv.  ...•■•..... 

1 

97 

5 

519 

130 

645 

94 

96 

78 

193 

4 

909' 

88 

6 

5 

10 

10 

43 

1 

19* 

153 

199 
9 

HNIwk;  •...•■.....■ 

Ftimont 

r»l«do 

5 

74 

Bibrtllar 

lUtPAlt -.--.- 

•  ••  1    -  a  a  a      a 

'rMiAll..  ■••... 

1,  ci»ir 

400 
33 

UsrlcinAW. .......... 

Vtntn  fiav .  •  •  •  • 

iiMffflr  Island  A  ..•••«. 

Grind  Haven 

fi  Joieph^fl « • 

8,385 

6,461 

506 

80,035 

17,731 

1,913 

9,118 

53,151 

118 

3 

7 

94 

WaiikAiTAn .......    .. 

rhicjuro  ..•>.>■•«■•■> 

136 

13 

6 

Michigan  City 

Cftnada  ...•• 

1,904,643 
11.960 

847 
1,961 

9.095 

908 

153 

303 

Total 

1,916,603 

9,108 

9.095 

308 

153 

303 

r'T 


l<4| 


;V  Jr  1 


X  , 


I- . 


It* 


m. 


112 


S.  Doc  112. 

STATEMENT— Continued. 


Porto. 

Fumituro. 

4.1 

Purs. 

Boxea. 

Package*. 

Lola. 

Packs. 

Boxea. 

Caski. 

Silver  Crack .    .... 

Dunkirk 

io* 

31 
3 

7 
7 

73* 

57 

i' 

43* 

RriA ...a 

7 

3 

C!nnnAJiut      »..    ..**•• 

3 

Aak^hiiln             .  .  a  a.  . 

14 
38* 

is' 

506 
50 
51 

4 

* 

3 

Madison  Doek 

Fairport* #••••••*  •••• 

i' 

i' 

Black  River 

2 

34 

45 

3 

337 

34 

SS 

Huron  and  Milan.  •  •  < 

Sandiiakv 

18 

467 

9 

425 

34 

a 

6 

1 

Fremont ............ 

fi 

Toledo 

93 
3 

ISO 

32 

160 

134 

3 

1 
1 

a 

g 

Monroe •••••• 

Qibraltar • 

Detroit »,...... 

369 

31 

A 

Trenton  ••••••■•••••. 

St.  Clair 

Saeinaw.  •••«••••««•• 

1 
1 

Mackinaw.  ......•••• 

Green  Bav  .......... 

5 

1 

4 

Beaver  lalanda.  •■...• 

Grand  Havan ........ 

30 

83 

St.  Jonnh's 

Shebovean  ......•••• 

47 

94 

59 

3 

10 

377 

6 
83 
17 

4 
4 

Milwaukia  ....••••.. 

44 

1 
1 

1 

Racine. •  ••.  ••••••••. 

7 

Kenosha ............ 

15 

1 

3 

IVaiikemn  .......>•. 

Chicago  ..<•.•■•••••• 

33 

3 

546 

3 

3 

Michiiran  Citv ....... 

Canada 

317 
10 

1,917 

8 

37 
6 

3,274 
11 

115 

39 

Total 

327 

1,925 

43 

3,385 

115 

59 

!•#' 


1^  l)oc.  hi, 

STATEMENT— Continued. 


m 


,*i 


Forts. 

Gineeng. 

Qlasa. 

Barrels. 

Boxes. 

Packages. 

Boxes. 

Tons. 

fliivpr  Orffsk  ....>>•«■• 

rh«nlriiflc  ..&<.>*>..>•>■• 

DaiTtftlnna.  *hBM-a>««^a> 

2,010 

18 

PrtnnpflUt .>■••••■«■•• 

5 

LfftHifion  Dock 



Dia4*lr  Riyer.  .  •  w.  .  w  >  k  k 

Varrnillion  .>■>>■•■■>> 

OUvplnnd  ...>..■>>••■ 

23 

6 

24' 

76* 

Miirnn  and  Milan 

13 

Tnlpdn   ...•«•■>■*•••• 

143 

112 

2 

1 

Oihraltat.  •>•%>••«.••. 

Uptrnit.  .>•■>•>>••••■• 

3 

1 

* 

St  Clair. . .o.o 

^Airinaur  ....•.•>•>.... 

Vackinaw *■■••• 

(lipen  Bav 

frrand  Haven 

.St  Jnseoh's. ....••••• 

40 

2 

Kenoshn .••••..• 

Wanke?en  ..••••.... 

rhipa^o  ..••«.....•>. 

38 

19 

1 

Michir:in  'Citv. ....'... 

123 

7 

195 

•3, 183 

18 

Total.  ••••«. 

122 

7 

195 

3,185 

18 

9 


*400  boxes  from  Ogdensburg. 


r 


114 


ut 


I*, It  ' 


ft  I 


i' 

m^ 


a  Doc.  IVZ. 

STATEMENT— Continued, 


ForU. 

Glass  wars,    i^,       ' ' 

Glue. 

Grease, 

■  - 

Boxes. 

Casks. 

Packages. 

Tons. 

Barrels. 

Barrels. 

Silver  Greek 

Dunkirk 

Barcelona 

Erie 

642 

302 

349" 

"'i' 

Cnnneaiit.  ....* . 

14 
34 

Aahlabula 

1 

••' 

Madison  Dock 

Fairport 

Black  River 

Vermillion 

Cleveland 

Huron  and  Milan 

""iiiea* 

270 

325 

48* 

73 

423 
19 
10 

Sandusky ,,, 

14 

7 

Fremont 

Toledo 

Monroe 

12 

14 
3 

io 

28 

S 

sea 

Oibraltar 

Detroit 

4 

Trenton 

•••••••••■ 

St.  Clair 

Sagfinaw 

Mackinaw 

Green  Bay 

Beaver  Islands 

Orand  Haven 

St.  Joseph's 

Sheboygan 

Milwaukie 

11 

50 

Racine 

6 

Kenosha 

Waukegan 

Chicago 

103 
10 

125 

Michigan  City 

Canada 

1,830 

610 

1 

710 

49 

288 
3 

1,154 

Total 

1,830 

611 

710 

49 

291 

1,154 

Ports. 


Silver  Creek... 

Dunkirk 

Barcelona 

Erie 

Gonneaut  

Ashtabula 

Madison  Dock. 

Purport 

Black  River  . . . 


Vermillion 

Cleveland 

Haron  and  Milan 

Sandusky 

Fremont 

Toledo 

Monroe. 

Gi:>raltar 

Detroit. 

Trenton  ...    .... 

St.  Clair 


Saginaw 

Mackinaw. . . . . 
Green  Bay  . . . . 
Beaver  Islands. 
Grand  Haven . . 
St.  Joseph's  . . . 
Sheboygan..... 

Milwaukie 

Racine 

Kenonha ...... 

Waukegan  . . . . 

Chicago 

Michigan  City.. 


Canada...  < 
Total , 


IM 


a  Doc.  112. 

STATEMENT— Continued. 


115 


Porto. 

Grindfltonea. 

Hati. 

Hair. 

Hides. 

. 

No. 

Tons. 

Case*. 

Packagea. 

No. 

Bundle!. 

Toni. 

Silver  Creek.  ••••. ... 

hitnkirk * 

r.u 

3 

10 

532 

P/inneaut  ••.•.••■••. 

lahtabula 

54 

*   *  "21 

Mfldiaon  Dock  .•••••. 

PflirDOrt.  •••••■■••.••. 

....  ... 

151 
158 

Rinrlc  River  . .  •  • 

83 

190 

1,433 

18 

** 

Vprmillion. ......  .... 

203 

4,123 

425 

1 

ripvpl&nd    ....•••••• 

20 
2 

970 
1 
9 

8,310 

971 

550 

51 

7,000- 
315 
643 

1,823 

34 
6 
5 

Haron  and  Milan  .... 
.CiiinduBkv.. .......... 

Premont 

Toledo  •  •••>••••••••• 

13 
3 

74 

11 

MnnroCi  •■••••••*.... 

Giiireltar..  •••••..••. 

360 

Detroit....... 

86 

Trenton  ...' 

St.  Clair 

gagjnaw ., 

Mackinaw. 

18 

Green  Bay «••>. 

Beaver  Islands 

Grand  Haven ........ 

1 

.Sl  Joseoh^s 

•  a      •  •  • 

303 

875 

1,308 

19 

Milwaukie 

Racine 

2 

17 

31 

107 

Kenosha 

Waukeean  .......... 

89 

24,550 

397 

Chicago 

1 

26 

Michigan  Citv • . 

Canada ...i.t. 

4,753 

1,723 

180 

364 

47,963 
50 

604 

36 

Total 

4,753 

1,723 

160 

364 

48,013 

604 

26 

^^1 


i  "■¥■• 

'  sir 


*;1 


11« 


S.  Doc.  112. 

STATEMENT— Continued. 


I  li 


Ports. 

High 
wines. 

Hogs. 

Horned 
cattle. 

Horses. 

Hops. 

Horns  and 
hoofs. 

,>-i',-y. 

Barrels. 

Number. 

Number. 

Number. 

Barrels. 

Hhda. 

Silver  Creek  ..••».•••• 

302 

Dunkfrk •  •  • 

348 

10 

Erie  .••• • 

193 

10 

233 

3,149 

265 

126 

3 
2 

Ashtabula 

90 
8' 

19 
399* 

4 
46' 

MadMon  Dock 

Black  River 

YermiJIion 

Cleveland 

Huron  and  Milan 

"'22,*i83" 
l.StO 
8,313 

"'*i6,"954' 
J,U33 

37,033 

583 

38,469 

39,978 

""3i7M' 

*9a6' 

ioo 

Sandusky 

851 

833* 

7 

341 

344' 

5 

Fremont 

Toledo 

Monroe 

82 

Gibraltar 

Detroit 

4,156 

6,637 

594 

710 

1 

Trenton 

1 

St.  Clair 

400 

1 

Saginaw 

Aluckinaw 

13 

4 

Green  Bay 

Beaver  Islands 

Grand  Haven 

39 

i 

s 

3 
33 

1 

s' 

19 

3 

19 

St.  Joseph's. 

20 

Sheboygan 

Milwaukie.. 

i' 

Racine 

56 

Kenosha 

,, , , . 



Waukegan 

Chicago 

3,086 
61 

468 

1,307 

93 

2 

20 

Michigan  City 

Canada  

51,015 

96, IHa 
1,515 

8,097 
497 

2,630 
131 

7 

m 

-•     Total 

51,015 

97,697 

8,594 

2,761 

7 

269 

Silver  Creek 

Dunkirk 

Barcelona 

Erie 

Coniieaut 

Agiiiahula 

jiladison  Dock.... 

Fairport 

Black  River 

Vermillion 

Cleveland 

Huron  and  Milan. 

Sandusky 

Fremont 

Toledo 

Monroe.  ........ 

Gibraltar ........ 

DMroit 

Trenton 

St.  Clair 

Saginaw 

Mackinaw 

Green  Bay 

Beaver  Islands  . . 
Grand  Haven  ... 

Si.  Joseph's 

Sheboygan 

Milwaukie 

Racine 

Kenosha  

Waukegan • 

Chicago 

Michigan  City... 


Canada.  . . 
Total. 


•335toi 


si  Doc.  11*2. 

STATEMENT— Continued. 


117 


Ports. 

Hardware. 

Iron. 

Boxes. 

Barrels. 

Bundles. 

Pieces. 

Pigs. 

Tons. 

ciivpr  nreek  ...••..>. 

Barcelona 

prift , • . 

62 
19 

1 
39 

1,491 

8 

23 
139 

1 

29 

5,320 

57 

9 

786 

pAnnf*flUt.  ..■■■■••■••* 

Aelitfihuia  ..••.>>•••■• 

•••*••••"• 

19 

136 

I 

1€ 

ninrk  River 

4 

V^rmitlion 

■'"**"*" 

7 
4G3 

1 
28 

9 
609 

1 

630 

M 

riffvpland 

385 
4 

33 
4 

32 
5 

59 
1 

766 

Huron  and  Milan 

i3iinftl]fikv .>•... 

25 

8 

13 

Crpmont..  ...>■■■•■>•> 

Toledo 

i4 
4 

4 

17 

mhrnltar  ...•  .>....>.. 

nittrnit  .....•■>.■..*. 

io 

143 

16 

46 

c>  Clair 

fiairinaw 

MAckinaw 

CirM>n  Bav 

Raavpf  Is  anda  .  ...... 

1 

fif  JnBeDh^fl. •. 

Rhpbovffan 

4 

13 

6 
2 

12 

1 

Pari na  .....<.••....•. 

36 
3 

Kenosha 

Wfliikesan  .....••••• 

3 

13 

N 

P,hira?o    ............ 

29 

9 

5 

lHHi 

MirhiiTAn  Citv .  ^  ..... . 

t 

643 

8i 

2,210 

890 

6,050 

•2,195 
t4,991i 

Total 

643 

81 

2,210 

890 

6,050 

7.186i 

*  335  tons  from  Ogdensburg. 


t  From  England. 


/z 


-W   \ 


■1 

■  '~  "-5?:     ' 


J  ' 


118 


S.  Doc.  112. 

STATEMENT— Continued. 


1^  *,.=  *v 


Fotti. 

Iron. 

Lard. 

Caska. 

Bundlea. 

Kegs    of 

nails. 

Barrels. 

Casks. 

Kegs. 

Silrer  Creek 

Durkirk 

Barrelona 

Erie 

207* 

72* 

"*2,'694*' 

24 

Conneaut 

Aihtabula 

Madiaon  Dock 

Fairport 

Blacc  River 

3 

6 

2,112 

13 

374 

9 

2,767 

13 

Vermillion 

1 
80 

11 
133 

Cleveland 

Huron  and  Milan 

93 

503 

571 
5 

Sanduaky 

44 

385 

Fremont 

7 

Toledo 

30 

2 

551 

1.401 

1 

Bfonroe>>.«  ••>•••• 

Oibrultar 

Detroit 

64 

3 

21 

14 

Trenton 

8t.  Clair 

Saftinaw 

Mackinaw  ••••.....». 

•#••••••• 

**" 

Green  Bay 

Beaver  Islands 

Grand  Haven 

8t.  Joseph's 

Sheboygan  

Milwaukie. 

13 
23 

Racine.  ••> ••••• 

54 

Kenosha 

18 

Waukegan 

7 

3,646 

329 

Gbioago i.. 

8 

626 
529 

598 

Michigan  City 

CModa 

456 
84 

197 

•3,951 

9,  .'554 

2,482 

2,574 
3 

Total 

540 

197 

3,951 

9,354 

2,482 

2,577 

*750  kegs  from  Ogdansburg. 


S.   Doc.  112. 

STATEMENT— Continued. 


119     1 


Porta. 

LMd. 

Lead  pipe. 

Leather. 

Pigt. 

Tom. 

Packagea. 

Rolli. 

Boxei. 

flilTcr  Creek 

nunkirk  ..•• ••.. 

Rarrelonft  ••>>••••*••. 

33 
207 
177 
267 

Vrifl •••• 

18 

i 

8 

PjinnffBut.  ..>•  .•>••>>■ 

iihtabula  ••..•••••••• 

Uadiann  Dock...«.... 

Fiiirnort .••••■••> 

40 

4 

Black  River. 

Vrrmillion.  ...•••«.•.. 

19 

Cleveland. 

3,127 

21 

545 

121 

3,218 
134 
236 
150 

m 

Hiirnn  and  Milan. .... 

Randiiak V  ............ 

1 

1 

Viemonl..  ............ 

*"*^ 

Tolfif^o*  •••••••••••••• 

14 

16 

Mnnroc  .••^•*    «••••■• 

Gibraltar* • 

4 

Detroit  ..•••«*........ 

1 

1 

Trenton 

8t  Clair 

28 

1 

Aifinaw... 

Mackinaw  ...>....... 

Rreen  Oav. ........... 

39 

RfBver  Islands. ....... 

Grand  Haven 

3 

8l  JoseDh't). .......... 

21 

Milwaukie 

8,997 

300 
331 

9 

Racine  ••••••>•••••••• 

Kenosha 4«*i»««. 

Waukeean. ........... 

Chicago 

10,964 
927 

80 

448 

38 

Michigan  City 

Canada,  •..•.•••••••i. 

20,888 

80 

18 

8,343 

131 

Total 

20,888 

80 

18 

8,343 

181 

m 


m 


a  Doc.  112. 

STATEMENT— Continued. 


Lumber. 

Fort*. 

Black  walnut 

\ 

,             Oak  timber. 

Feet. 

Tona. 

Pieceii. 

Feet. 

Tona. 

Keen. 

Silver  Creek 

Dunkirk ••• 

Barcelona 

Erie 

Conneaut 

Aahlabula 

Madison  Dock 

Fairport 

Blacc  River. 

39' 

Vermillion 

*  * 

10,000 

Cleveland 

19,677 

36 

'• 

Huron  and  Milan. .... 

Sanduiky 

100 
27 
S6 

130 

Fremont 

Toledo 

33,915 
166,870 

533 
717 

Monroe ••..' 

1601 

1,488 

Gibraltar 

Detroit 

76 

386 

Trenton , 

St.  Clair 

Sofinaw 

Mackinaw... 

Oreen  Bav 

fifiaver  Islands. ....... 

Grand  Haven 

140,000 

St.  Joseoh's 

Milwaukie. 

ftacine .••». 

Kenosha 

IVaukeffan  ......  ... 

96& 

Ghicaso 

464 

a 

Michigan  City... 

Canada. •.., 

360,46-2 
301,017 

153 

1,511 

10,000 
376,957 

634i 

9,841 

Total 

661, 479 

153 

1,511 

386,957 

624| 

3,841 

Porta. 


Silur  Creek... 

Dunkirk 

Barcelona 

Erie 

Conneaut 

Aihiabula..... 
jiadison  Dock. 

Fairport 

-  ick  River... 


Vermillion 
Cleveland  ....... 

Huron  and  Milan 

Sandusky 

Fremont 

To'f  do 

Monroe 

Gibraltar 

Detroit 

Trenton 

Si.  Clair 

Saginaw 

Mackinaw 

Green  Bay...... 

Beaver  Uiande.. 

Grand  Haven... 

St.  Joseph's.... 

Sheboygan 

Milwaukie 

Racine 

Kenosha 

Wauk  gan 

Chicago 

Michigan  City 


•••••••• 


Canada  . 
Total 


S.  Doc.  113, 

STATEMENT— Continued. 


121 


Lumbi^r,  ■hingln,  Ae. 

Porti. 

Ship  plank. 

Sawad     pina, 
white  wood. 

SbinflebolN. 

Shinglea. 

Laiha. 

Feel. 

Feet. 

Corde. 

M. 

Oundlea. 

a;iv#r  Creek 

niinkirk.*.  •■>•«••••■• 

875,998 

5-20. 5<I0 

9.757.997 

5. 697. 014 

9.986. 118 

671.400 

4115.415 

9A6.0i)0 

193.000 

161,143 

651*.  053 

304.950 

131. '^7 

1.616.614 

1,745.610 

971,000 

8,953,714 

309. 193 

1.969.033 

3,936,549 

36 

Vfipt «. 

151, 143 

447 

Pfinn^BUt  <•....■■..■■. 

iahtftbula •••..■•• 

1,450 

Mailiiinn  Dock...*.   .. 

71,000 
930.000 

Riflclc  River*  •  • •• 

V^rtnillion.  ••••.■•■•.•• 

ruveland  .■••■■.«...• 

110,000 

6 

Unrnn  and  Milan 

Sandusky 

Fivmont.  ••.••..•  ••■• 

86.000 
51,000 

To'f  do  .•••••••*••••••• 

66 

ffihraltar.  •••••     •«.«•• 

riptroit  ...*->. •.•■... 

329 

3,874 

Trnntfln  ...••...•.•••. 

gt  Clair 

.^SiKrina  w  .••..•.*•■•■■. 

425 

69 

Mflrkinaw  >•■..  «•«••■ 

Oreen  Bav 

6i 

890 

1,193 

SO 

Ruver  iHlandi.  a  •  •.  •  •  • 

•••••••# 

CimnA  Haven  .....•••. 

963,000 
164,000 

St.  Joseoh's •  > .. 

Shrbovean •  •  •  •  • 

Miluraukie. .  >  ••. 

Rnrina    ..«■■>>>■.  .•••• 

Wsiik  ffftn 

106,000 

77 

Hanada. .. >>....•. .... 

789, 143 

43,399.697 
39.373.936 

966 

9.951 
3.148 

5,404 
7,239 

Total 

789, 143 

81.77.1,633 

310^ 

6,099 

12, 643 

IBM 

at"-'! 


1 1 


^    i 


iJ' 


122 


S.  Doc.  112. 

STATEMENT— Continued. 


PnrtA.           «- 

Malt. 

Machines. 

Maltreitti. 

Buahels. 

Number. 

PiecM. 

Boxes. 

Number, 

fiUlvAr  Creek. ■••••>••••» 

5 

1           ^ 

Dunkirk 

Barcelona 

Erie • 

s" 

Conneaut 

Ashtabula 

MadhonDock.. • 

9*' 

1 

23*' 

5* 

8 

Black  River  ...•••• 

Vermillion 

Cleveland 

Huit)n  and  Milan  .••••.• 

694*' 

s" 

15 

•  ••• 

m 

/  "m 

Fremont ••• 

Toledo 

9 

Monroe ..••••••••• 

Gibraltar 

Detroit 

a" 

e" 

Trenton 

St.  Clair 

Saginaw .  ,......•■>••>< 

Mackinaw . 

Green  Bay 

Beaver  Isfanda 

Grand  Haven 

St.  Joseph's 

Sheboy^n 

Milwaukie 

Racine 

9*' 

Kenosha. ,,,,,%, 

Waukegan 

Chicasro  ................ 

ii" 

Michigan  City 

Canada 

694 
803 

73 

21 

15 

183 

Total 

896 

73 

31 

15 

183 

Silver  Creek 
Dunkirk. 
Barcelona . 

Erie.. 

Conneaut. 
Aahtabula. 
ijadiaon  Dock. 
pairport .... 
Black  River 

Vermillinn 

Cleveland 

Huron  and  Milan. 

6»ndusky 

Fremont 

Toledo 

Monroe 

Gibraltar...   

Detroit 

Trenton 

8t.  Clair 

Saginaw 

Mackinaw 

Qreen  Bay 

Beaver  Islands . . . 
Grand  Haven . . . . 

St.  Joseph's 

Sheboygan 

Milwaukie 

Racine 

Kenosha 

Waukegan 

Chicago 

Michigan  City... 


Canada . . . . 
Total. 


182 


183 


S.  Doc.  112. 

STATEMENT— Continued. 


12S 


Pnrtfl. 

Mcdieinea. 

MerchandiM. 

Boxcfl. 

BarreU. 

Sacka. 

Boxca. 

Package! 

Dtirrcla. 

aitffff  Creek •••• 

9 

22 
36 

4 

27 

21 

63 

5 

58 

Barcelona 

eAm            ..........  .... 

3 

180 

1 

/^/iitnf mit.    ....>•««.... 

AahtahiilA    ............ 

tlaHUnn  Dock 

2 
16 

niiiric  River •  • « •  • 

Vermillion 

Cleveland 

tl limn  and  Nf  iIaii...  .  .  .. 

93" 

w" 

iis" 

m" 

8 

14 

•  •••••          •  • 

30 

5 

115 

a 

4 

93 

3 

Tnledo 

84 

65 

••••»«ta*t 

96 

8 

34 

SB 

IfnnrOA.  ..••>>...•.•.. 

Gibraltar  •••   

HutrAlt.  ..*«>....•>«•>. 

39 

63 

393 

gt  Clair  ••••••1 

fiiitrinaw  ...•>......... 

Mackinaw 

1 

4 

13 

ftmiver  Islanda  • . . .  •   .  •  • 

Hrand  Haven .......... 

$!i.  Joienh*8 •  •  •  •  • 

flhAbovfan  .....*•«■•*• 

3 

S8 

a 

3 

37 

86 

27 

6 

196 

Kenosha  ..••....•>>>•• 

Waukeipan  ............ 

Hhicafiro 

62 

127 
1 

Michifl^an  Citv . ........ 

CjmaAa    ...........>•• 

557 

43 

69 

654 

1,590 

43 
5 

Total 

557 

43 

69 

651 

1,590 

47 

124 


S.  Doc.  112. 

STATEMENT— ConUnucd. 


PorU. 

t 

Natl. 

Oats. 

Oil. 

Barrels. 

Casks. 

Boxes. 

Bushels. 

Barrels. 

Boxfi, 

Bilfer  Creek 

Dunkirk 

Barcelona 

si" 

3 

6i',m" 

18, 4U6 
695 

B,m" 

13, 6(K) 
4.096 
70,*-9l 
61),  374 
73,734 
14,644 
70,  ;i97 
5,963 

47,' 797*' 

si" 

d)nn#atit.  ..*>•>■■■••• 

9 

Madiaon  Dock  .•■•••••• 

6 

98 

98 

9 

317 

6 

331 

38 

193 

33 



l**Mirrmrl         ...•■>■•■•■■ 

1 

BlacK  River. 

Vermillion.  .••• 

47 
4 
1 

17 

....... 

CliivfiJand    .....>.•■... 

794 

10 

363 

157 



18 

Huron  and  Milan 

fiandujk  V 

Frennont  ■..< ••••• 

Toledo 

4,699 
63 

36*' 

Si 

Monroe 

Gibraltar 

Petroit 

Trenton 

St.  Clair 

Saginaw.  ■.... ••. 

Mackinaw 

Green  Bay 



Beaver  'alandi 

3 

Giand  Haven 

St.  Joseph** 

Shebovean ••••• 

365 
36,883 
63,739 
46,453 
24, 663 
479,388 
36,130 

>       '••••! 

Mil  wdukie 

15 
1 

Rscine  ..■• !■••.• 

Kenosha  ..• •••>• 

33 

W^aukegan  !•••.• 

Chicago 

Michiean  Citv 

9 

9 

Canada .t 

978 

69 

16 

1,131,433 
3,378 

6,023 

239 

Total 

978 

69 

16 

1,133,811 

6,033 

239 

gl«r  Creek 

l)iinliiil« 

Barcelona 

Tf  jj #..•••••*• 

Qdnneaut 

j^ihwbula.... 

M«di»on  Dock 

Piirport  •     

BUck  River 

Vermi!l"o»> 

CleteUnd 

Huron  and  Milan  ... 

Sanduaky 

Fremont 

Toledo 

Monroe 

Gibraltar 

Detroit 

Treaion ■ 

St.  Clair 

ge^inaw  ..«...•••> 

Miekinaw 

Green  Bay    

Beaver  Islands 

Grand  Haven 

St.  Joseph's 

Sheboygan 

Milwaukie. 

Racine 

Kenosha  

Waukegan 

Chicago 

MicbisonCity 

Canada 

Total 


••tl 

"i 

'i« 
"is 
"ii 


933 


S.  Doc.  11^. 

8T  ATE  M  E  NT— Continued. 


125 


Portt. 

f            Oileakf. 

Oilcloth. 

Oilstone. 

Taint. 

Ilhda. 

Tom. 

Paekagca. 

Doxet. 

Barrels. 

Ktga. 

t  t««r  Creek  ■>......... 

ikMiikiik.  .............. 

13 

tUrfvlonft  .•■•.••*>••>. 

Erifl •• 

6 

60 

11 

80 

IkktJiblllft  ••••■«.•..... 

U«Hiion  Dock ......... 

Pairn/if t  .     -.  .......... 

a 

9 

nurk  River 

V*rmi'liot1 

rinieldnd 

600 

i2tO 

7 

S5 

5,84G 

38 

Miirnn  and  Milan  ...... 

Riindtltkv 

14 

48 

1 

rmmniit. ....  .......... 

Tnlcdo.  •« •• 

63 

1,537 

4 

40 

549 

68 

fffihrattar  •••• 

Pdroit ••••••••' 

*"* 

TrfBlon  >•.•• 

gl  Clair  

••••••*••• 

Sefinaw 

Miekinaw 

Cift^n  Ba V    ........... 

RpsTPr  le  ands • . 

I'tnind  Haven 

St  J(i8ei>h*fl< .  .......... 

MllwBukJB.    ........... 

RjiNne ................ 

Kenosha  

Wmikfffifiin  ............ 

flhirftifO 

Mirhii^an  Cilv ...... 

Canada •••.••••••. 

583 

1,845 

S3 

78 

6,417 

88 

Total 

583 

1,845 

S3 

78 

6,417 

88 

i;:  :| 


II 


'I  .«* 


r 


^' ■■';'■ 

'III: . 


126 

S.  Doc.  112. 

STATEMENT--Conlinued. 

PorU. 

Paper. 

Pianos. 

Plaster. 

Peas  and 
beans. 

"''"        ■ 

Bundles. 

Boxes. 

Rolls. 

Number. 

Tons. 

Barrels. 

Silver  Creek .   

Dunkirk 

5" 

38 

68 
3 

£rie 

474 

33 

3 

1 

AfihtAtiiilfi              .  -    .... 



Madison  Dock 

Pairport 

Black  River 

Vermillion..... 

Cleveland 

"  31706* * 

88" 

m" 

i* 

41 

3 

10 

904 

48 
Sas 

Huron  and  A^ilan  ...... 

Sandusky 

Fremont 

294 

.  ... 

84 

Toledo......... 

580 

1,000 

3 

Monroe 

Gibraltar 

Detroit 

42 

1 

6 

"'39 

Trenton 

St.  Clair 

Saginaw 

Mackiniiw 

Green  Bay 

Beaver  la  ands 

Grand  Haven 

St.  JoBeoh'a 

6 

Sheboygan  

Mil  waukie 

Bacine 

1 

13 

Kenopha 

VTaukegan 

4 

10 

Chicago 

3 

Michigan  City 

Canada  

5,096 

122 

1,200 

18 

89 
1 

753 
196 

Total 

5,096 

122 

1,200 

18 

90 

949 

Ports. 


Iglfer  Creek 

IDankirk 

■lirrelona 

Ilri 

IConneaut.. 

IHilitabula 

llliiJiBon  Dock.... 

Ifiirport 

■  Illicit  River 

iTermillion 

Ipweland 

I  Huron  and  Milan. 

■Musky 

jFtemont 

jloledo • 

lilonroe 

JGibraltar 

iDeiroit 

iTienton... ■ 

|Si.  Clair 

Saginaw 

[Mackinaw 

iGreen  Bay 

|Bea»er  Islands... 

Grand  Huven.... 

Si.  Joseph's..... 

Sheboygan 

Milwaukie 

Bacine..... 

K'noBha 

Waukegan. 

Chicago 

Michigan  City... 


Poun 


Canada  • 


Total •••• 


a  Doc.  11*2. 

STATEMENT—Conunued, 


127 


Port!. 

Poultry. 

Pork. 

Potatoei. 

Railroad 
tiea. 

Rags. 

Pounds. 

Boxea. 

Batrels. 

BusheU. 

Number. 

Tons. 

Sacks. 

cifer  Creek 

Qgnkirk 

Iiirelona 

tne ■,, 

88 

S66 

73 

PnnnMUt 

3,156 
503 

8 

(ihtabula-  ••••....«. 



9 

Ilidison  Dock 

ftitpOTt*  ••«••••••••* 

300 

1 

113 
138 
130 

5,089 
255 

1,371 
150 

9,259 
2b9 

321 

Slic  I  River 

s 

Vermillion 

6 
480 

145 

n^veland  ••••••••••> 

50 

320 

Huron  and  Milan .... 

3 

180 

Sifidusky..  • •••• 

15 

84 

Pi^mont  .«••>•>••... 

ioledo 

1,736 
1,105 

8 
3 

453 

Monroe ••■.••■i 

Gibraltar ..•.. 

Deiroit.  .!••••••••••• 

286 

2,746 

15 

7,638 

Tien  ton  ....•■.•..... 

5i,  Clair '. . 

300 

Jdginaw • 

Mackinaw 

72 
36 



6 

Green  Bay 

15 

Beaver  Itijands 

131 

Grand  Huven .  •  • 

3 

Si.  JoBenh's 

124 

10 

Milwaukie *.... 

1,333 
311 

493 

Racine  ...•■•■ 

183 

E'tinsha 

96 

Waukeffan^.. ........ 

115 
9,215 
4,833 

Chicago.  .....■..»••. 



334 

700 

Ulichiean  Citv 

Canada  .••«••••••■. 

3U0 

75 

32,814 
11 

10,093 
1,351 

12,334' 

37 
6i 

10,388 
30 

Total 

300 

75 

32,825 

11,446 

12,334 

33j 

10, 308 

m 

«*■> 


ml 


1 1 


m 


n':- 


128 

S.  Doc.  112. 

STATEMENT— Continued. 

Reapers. 

Roots. 

Rope. 

Rye. 

Salaeratus. 

Sautagea. 
Barreii. 

Ports. 

No. 

Barrels. 

Pkg'8. 

Bushels. 

Boxes. 

Barrels. 

Silver  Creek 

Dunkirk 

Barcelona 

Eiie   

6* 

""7,*534" 

2,600 

144 

isa* 

10* 

Conneaiit  ........... 

Madison  Dock 

•  •  •      •  •  •  • 

Black  River 

Verm  i  J  ion •  • . . 

•  •••*••• 

Cleveland. 

2G 

90 

89 

197 

..... 

Huron  and  Alilan .... 

2 

1 

Sandiiskv .  ......••.. 

3 

8,892 

,, ,  , . , , 

27 

4 

Si 
6 

Fremont 

Toledo  

178 
6 

105 

51 

Monroe  ............. 

Gibraltar  .............. 

11 

Detroit 

12 

1 

169 

203 

Trenton 

St.  Clair 

Sas'inaw. 

Mackinaw. .  >  •    ...... 

.... 

Green  tiav.. .  ........ 

'   ' 

Grand  Haven 

44 

St.  Josenh's 

fihebovu'an  .•••  ^..a.. 

Alii  wank  iCk.  ..•..••.. 

79 

Racine  .••..•••.•••t. 

Kenoaha 

Wauheffan 

ChicOf^o ......  ■• 

J  75 

100 

•"  12 

Michigan  City 

3 

Canada  •  •••••ii>.... 

289 

202 

138 

19,348 

87 

270 

617 

46 

138 

Total 

269 

202 

19, 435 

270 

617 

46 

Portt. 


Siiter  Creek 

Dunkirk 

Btreelona 

Erie 

Gonneaut » 

Aihtabttla 

Madison  Dock. ... 

jiirport. 

BImk  River. 

Vermilion 

Clevelend 

Huron  and  Milan. 

SanduBky 

Fremont, 

Toledo 

Monroe »... 

i  Gibraltar 

Detroit .••. 

Trenton 

St.  Clair 

Saginaw 

Mackinaw 

Gre^n  BaT 

Beaver  Islands. . . 
Gland  Haven .... 

St.  Joseph's 

Sheboygan 

Milwaukie 

Racine 

Kenosha 

Waukegan 

Chicago 

Michigan  City. . . 


Canada 

Total. 


10 


&  Doc.  11^ 

STATEMENT— Continued. 


Sheep. 

Sheepskins. 

Seed. 

rOltt. 

No. 

Tom. 

Bundles. 

Baritls. 

Boxes. 

Casks. 

c:itt«p  Hreek* ........ 

.  .  i 

niinkirk  ....*• 

,',i 

Vritk         ...•••. 

162 

856 
101 
221 

Ill 
12 

38 

......■'••  X 

PjinnAflUta  .......»■•• 

AahfllhlllA  .........a. 

Uflrfiiinn  Dock   ...... 

•  •••••...A 

801 

101 
70 

AUrlr  River.  .*.•••••• 

*,**•• 

SB 

Vtfmilion.. .......... 

PI»vi>lpnd  .......•>•• 

5,363. 

1,197 
112 
746 

271 

3 

,% 

UiHYin  and  Rlilan. ... 

fianillljlkv..    .•••.«... 

9,075 

1,091 
53 
358 
18 
70 
35 

3 

CrPffnnnt  ............ 

Toledo 

1,800 

942 
14 

37 

8 

63 

18 

Detroit •#.•••. 

690 

606 

8 

,, ,,,,..  ,,ii* 

Sl  Clair..  ••• 

Jiflffinaw  ............ 

« . 

Qrt^n  BaV • 

i*. 

RpAver  Islands • 

14 

.4; 

(wRtiA  Haven ....... 

,/. 

St.  Joseoh's  ...••...• 

2 

.     .* 

Shrhnvfiran •• 

^ 

AftlwaukiA .......... 

8 

70 

3 

37 
51 
30 

., 

Ttarine    ............. 

:'.:!".'.::3 

ITmA^ha  ............ 

•  •%••••••• 

•  ••••••«  *^i 

Waukefiran  .......•«. 

125 

7 

281 

1,722 
33 

201 

,  ,L 

Mlrhi^ait  Citv.  ..••.. 

fiinfiHft         -    ........ 

16.316 
590 

7 

5.333 
2,043 

3  706 
52 

277 

118 

Total 

18,9116 

7 

7,376 

3,758 

877 

112 

^jg 

w 


It ' 


«1 

'III 
II 


10 


r 


u 


S.  t)oc.  112^ 

STATEMENT— Continued. 

--1 

PDrU. 

Stone. 

Soap. 

Starch. 

Tone. 

Bozea. 

Bozea. 

Barrela. 

Boxei. 

Silrer  Creek 

Dunkirk    ..•••.•••••. 

Barcelona 

i 

287 

..........^ 

Qonneaut 

Madiion  Dock  ...>••.. 

Fairport 

'rSilkcK  RiTsr  •  •  • 

4'  yermilion ............ 

460* 

27* 

184* 

*"i62' 

53 

iu 

i'JJB 

'^iiron  and  Milan 

^mont 

I^ntaiio ........... 

•  ■••••*••••• 

3S 

Oibraltar. ............ 

Detroit ........... 

V" 

att 

Tranton  ••••••#••••••■ 

fit.  Clair..  .••• 

. 

HaiPtnAW  ...•••••>>... 

M^nrkinaw.  ......*.... 

Qreen  Bay.  •!••••••••• 

Beaver  Is  anda. ....... 

Orand  Haven ......... 

fit.  Joaenh^a. .......... 

, 

Sheboygan.i  .•«••••••• 

SAilwaukie  .......•••• 

' 

ftaciDA  ••••••••••••••• 

Kunoshft  .«.*«.•>..... 

VlTaukemn 

Ahiea£^i>.    ............ 

1 

10 

117 

Bit iehisan  Gitv ........ 

Canada  •••••••ii<«a>« 

461 
1,711 

485 

338 

337 

2,m 

Total.. 

3,172 

485 

338 

227 

3,20« 

.r 

'i.. 
i 

1  ^^ 

\ 

1^  Boc.  |12tf 

STATEMF.NT— Continued. 

m 

Porta. 

Staves. 

Stave  bolls. 

Sundries. 

Tallow. 

Tea. 

Tin. 

M. 

Cords. 

Packages, 
boxe8,&c. 

Barrels. 

Chests. 

Boxes. 

Slrer  Creek 

ngdl(jrk •••.•••.. 

67 

35 

155 

3d 
58 

farcelonci  ...«• ••• 

do 

1,117 

"*l"754" 

55 

313 

837 

584 

113 

1,060 

513 

265 

989 

195 

616 

1,595 

210 

45 

38 

106 

3 

111 

f 

Conneaut 

Ashtabula 

Jiadison  Dock 

36 
3 

39 

i 

RiRck  River • 

Vermilion •.... 

•••••••? 

Pttveland 

1.316 

9 

566 

34 

1,012 

83 

104 

146 

293 

13 

728 

5 
1 

38 

Buron  and  Milan 

I 

.,i 

ToleJo 

Mnnroe.  •  ••••••■>•••••■ 

3 

'I 

.i 

f}ihraltar. ............. 

7 

n»trnit.  ■■>••••>•>•.«.. 

1,431 

20 

Trpnton ••••••• 

fir  Clair ••.••••• 

3 

&i§ina^\r 

Mifikinaw. 

3 
21 

8 
6 

(treen  Bay 

3 

Rcanr  Islands. ........ 

I 

tirandHs'en 

S(  Jogeoh's 

53 

-  ■« 

Shebotfffan ............ 

300 

163 

436 

44 

13 

13 

1,464 

3 

3 

!!!!:.';i 

Rflcine  .>■>•••>•••«••.. 

83 

.  i 

R^nosha  .......>•..... 

Wauke?an ............ 

60 

814 
26 

Vlichiffan  Citv 

10,639 
57 

6,934 

2,433 

63 

66 

31i 

Total 

10,  G96 

31i 

6,924 

3,433 

63 

66 

' 

- 

* 

m 

S.  Doc.  112. 

STATEMENT— Continued. 

Portfl. 

Tobacco. 

Tongswa. 

Tripe. 

Type. 

Varniih. 
Baneli. 

Hhda. 

Boxet. 

Barrel*. 

Barrela. 

Barrela. 

Boxei. 

fiilver  Cr^flk  ..... 

•T^nktrlf             ^  .  ^ . 

1 

5 

9 

Erie !,••• 

8 

1 

1 
39 

i" 

Ashtabula 

'Madiaon  Dock. . . 

4 

Black  River 

Vermilion  ...•••. 

Cleveland....... 

319 

303 

77 

19 

3 

904 

96 

••• 

Bwiduiky 

prfMnont ........ 

1?J 

95 

7 

3 

Toledo 

Monroe ......... 

886 

477 

17 

m" 

i" 

9 

""35" 

1 
• 

1 

'Gibraltar 

'Detroit 

'Trenton. 

St.  Clair. 

13 

Saginaw 

Mackinaw 

"Orflen  Bav  ...... 

•  •  ##.  •  •  •  •  • 

.... 


•  ••••.11 

'Beaver  lalanda  . . 

'"" 

€i rand  Haven.  ••• 

-••*•(*• 

-Bheboygftn ■ 

MiiwBUKie 

16 
Hi 

1 

19 

7 

IVaukagan » 

Chicflflro ......... 

36 

94 

44 

7 

93 

'Blfichiffan  Citv  . . 

10 

Canada •  ■••.••>. 

1,417 

833 

18 

917 

919 

113 

Total 

1,417 

853 

18 

917 

919 

113 

10 

,'    i 


R  tloc.  liH 

STATEMENT— ConfinueSi 


«tt^ 


"Ml: 


Vtrnbh. 

PorOi. 

Veoeerinf. 

Ware. 

Wine. 

Wheat. 

Barrel!. 

Boxes. 

Tods. 

Packages. 

Boxes. 

Casks. 

Bushels. 

Ailter  Creek. .  • .  / 

1 

fVinkiiik  ..  ..•......••• 

R*n«lfinB  •  •••■•■•••••• 

1 
6 
9 

Tmi  ....••.... 

9 

600 

OAlRIMUlt.  .  ••  I  •  ••    ••••• 

4 

tihuibula ••••>•• 

ilJi(on  Dock 

•  ••••#•, 

ftirport  ••••••••••,••. 

i 

..... 

10 

MielT River 

T»rniilion  •■•••••.•.•>. 

98,619 
673,403 
967,798 
619,599 

44.994 
809,564 
168,664 

n#Tflind •...*.... 

9 

83 

94 

Huron  and  Milan 

Ainduflkv 

4 

17 

^mont  ..>•*•>••••••. 

j(l«|0 , 

5 

4 

73 

Monri^e •••  ....•••• 

Gibraltar 

Detroit  <...•••••...••.. 

95 

519. 7«» 

Trtnton  •.•■.••......•. 

ft.  Clair 

8af  !naw 

Hadciliaw 

3 

Green  Bay 

Bearer  Islands 

Grud  Haven ......... 

30,776 
90,534 

St.  Joseph's 

Sheboygan 

9 

9 

83,609 

104,969 

95,894 

83.447 

Kicine 

Kenosha 

1 

Waukegan 

Chicago ...•...••. 

1 

315,598 
96,819 

Michigan  City 

1 

Canad  a . . .  • . . . . . .  •  • . . . . 

1 

39 

9 

107 

116 

1 
10* 

3,948,655 
101,655 

Total ,,.. 

39 

9 

107 

116 

111 

4,050,310 

',  m 


1S1 


.1.    ■»  %  , 

k  Doic.  Ill 

STATEMENT— ContinueA 


m 


■   P 

4  if 5 

''4'     ♦*•» ' 


'V,  I 


Whiakey. 

WOOD  MANUPACTOREI. 

Porto. 

Wool. 

Sundry  articles. 

Curriers' 
blocks. 

Hand* 
•pikci. 

Barrels. 

Bales. 

Tons. 

Boxes. 

Bundles. 

No. 

No. 

Silver  Creek 

Dunkirk..  ...•....• 

31 

300 

3,4t4 

74 

331 

156 

873 

887 

180 

37, 180 

1,098 

8,356 

25 

3,963 

1,036 

""HeiY 

166' 

585 
42 
82 

173* 

Barcelona  .....•••. 

Erie 

335 

09 

1.480 

'■■  ■  Conneaut  ..••.••... 

Avhtabula 

Madiran  Dock 

""iii" 

Fkirport 

Black  River 

88 

'"Termilion  .•• 

CloTeland 

Huron  and  Milan.. 

3,023 

61 

145 

1,376 

102* 

12 
356 

825 

Sandusky 

3,613 

Fremont  .•••••••.. 

Toledo 

4,941 
23 

328 

Monroe 

3 

Gibraltar 

Detroit 

185' 

Trenton. .  • 

St.  Clair...., 

Saginaw.  .•••>••... 

13' 

Mackinaw. .  • 

Oreen  Bay 

Beaver  Is  ands 

Grand  Haven 

166 
1 

11 
1,004 
394 
150 
J  49 
4,728 
204 

St.  Josenh's 

e' 

87 

26' 

Sheboygan ........ 

Milwaukie 

Racine 

38 

n 

Kenosha 

1 

Waukegan 

'  Chieaeo 

675 

Michigan  City 

!  Canada 

11,765 

61,290 
46 

9i 

391 

337 

3,13-2 

7 

825 

1,460 

Total 

11,765 

61,336 

4SJ 

387 

3,139 

825 

l,4t0 

\ 

CoiTOM-HOCIE,  BCPI 

Fd>ruaT 


S.  Doc.  113. 

STATEMENT— Continuftd. 


m 


;i 


WOOD  NAMtrractoaH. 

PorU. 

Oara. 

Wafon  woo4a. 

Tons. 

M.  feet. 

No. 

Ilttba. 

Spoke*. 

Piecea 

Felloet. 

Barcelona 

Erie 

Conneaut 

"'40' 

'***4i3' 

"'m' 

"*4,*66d 

UaHionn  Dock •••••■ 

,,,,,,,,, 

400 

93,000 

DUoIr  River  *•>•••••••>> 

'" ' 

Vermilion 

'"'fioo' 



Uiirnn  and  Milan 

Trtteda.  ••••«•••••••••••• 

950 

Mnnmil    .■■■•(•■••■•■■•* 

nihrflllar  ....••>••••••>.. 

rutrnit  ...«.••••••«•••••• 

Tv«ntnn  .     ^..«aa      >>••■■*. 

fiaoinfliir. .  *.■•>•••■•«■>•. 

Murkinaw • 

Rftjivpr  Is  andfl.  •••••■•*>> 



(innA  Haven. ••••••••••• 

8h#hrtv?An  ..•>>•.••■«>.. 

lUilu/mikie.  ...•>>«•••.... 

Phii'Afrfi     .....>....>... 

40 

413 

8i,19i 

1,950 

33,000 

38 

4,000 

Xotal • •• 

40 

413 

85,793 

1,35U 

93,000 

38 

4,000 

-.|Si? 


CoiTOM-HODIB,  BorrAi.0, 

February  19,  1853. 


WM.  KETCHUM, 

ColUetor, 


;      I 


m 


S.  Doc.  112. 


Statement  thowing  the  e$timafed  value  of  each  aegregate  of  the  ttteral  arfi. 
cles  received  at  each  of  the  several  j^orts  in  the  district  of  Buffalo  Vrtd 
coastunte  and  from  Canada,  and  total  valves  of  all,  for  the  year  endinv 
the  31$t  Decei^ter,  1851.  ,  ,  *> 


RECEIVED  AT  BUFFALO. 


Artieiea. 


Ashes 

Ale 

Ale 

Alcohol 

Barley 

Beef 

Beef 

Beef 

Bark 

Bacon  and  hams . 
Bacon  and  hams . 
Bacon  and  hams . 
Bacon  and  hams , 
Bacon  and  hams . 
Bacon  and  hams . 

Beeswax 

Beeswax 

Beeswax 

Brooms 

Broom«com. 

Broom-corn 

Books 

Boots  and  shoes.. 
Bladders........ 

Butter 


Butter 

Butter 

Batter 

Butter 

Beer-pumps . 
Beer-bottles. . 

gath  brick... 
rick , 

Brick 

Bones....... 

Bones 

Bristles ..,.., 
Bristles ...... 

Brandy , 

Brandy , 

Buflalo  robes , 
Candles. . . . . , 
Carpeting . . . , 
Carriages.... 
Cedar  posts. . 
Cedar  posts.. 

Cement 

Cheese 

Cheese...... 

Cheese 

Cider 

Cigars 

Coal 

Copper 

Copper...... 

Copper 


m- 


Quantities. 


Packages. 


13,721 
62 
39 

789 

16C.  188 

54,414 

6,222 

356 

129 

236 

4,215 

1,792 

3,540 

95 

l,284i 

257 

9 

32 

S,2h0 

5,238 

8i 

340 

84 

7 

19,251 

1,229 

1,156 

18 

8 

2 

1,600 

805 

37,800 

56 

5 

372 

10 

20 

4 

4 

3,246 

3,551 

57 

171 

1,530 

42 

521 

163,099 

701 

62 

84 

57 

17,009 

540 

3434. 


casks 

barrels 

dozen  bottles. . 

CAsks  

bushels 

barrels 

tierces 

casks 

packages . . . 

boxes 

barrels 


iierces 

casks 

hogsheads . . . . 

tons 

barrels  

casks 

boxes 

dozen 

bales 

tons 

boxes 

boxes 

barrels 

^egs 

firkins 

ban  ris 

casks 

hogsheads  . . . . 


tons , 

tons 

hogsheads ... 

sacks < 

casks 

ho{;8heads . . . 
casks 


boxes, 
rolls  . 


la  masses. 


Pounds. 


6,860,500 

lb,600 

72(1 

384,040 

7,977,024 

17,413,480 

3,488,800 

178,000 

12,900 

70,800 

1,348,800 

716,800 

1, 770,000 

66,500 

3,568,500 

38,550 

3,700 

3,200 

32,800 

1,047,600 

16,500 

102.000 

5,040 

2,100 

1,925,100 

132,9(10 

389,000 

7,200 

4,800 

100 

1,600 

3,220 

151,200 

113,000 

10,000 

113,500 

3,000 

600 


4,300 
194, 760 
106,530 

1,140 
119, 700 


cords 

97,800 
156,300 

barrels 

boxes 

casks 

tons. . . . , 

3,59<5,280 

25,200 

11.400 

34,018,000 

barrels 

cases  

tons 

barrets  ....... 

tons 

1,311>500 


Value. 


1391,550 

388 

16,569 
116,33a 

531,894 

645 

405, 7B 


8,890 

3,490 

63,879 

8,500 
3,360 

84 

234,859 


10 
S4 
64 


1,830 
400 

1,480 

162,300 

21,306 

1,710 

8,550 

858 

1,042 

346,356 

253 

2,850 
€8,038 

366,700 


8.  Doc.  113. 

STATEMENT-^cjnUnued. 
RECEIVED  AT  BUFPALO. 


137 


ArtielM. 


CoSn 

Corn 

Corn>meal  .. 

Coilon.  ....•( 

Cnnbfrriei. 

Deer*i>kins... 

Earthenware. 

Earthenware. 

Earthenware. 

Esgt 

Feathera  . . .  • 
F«lt. 


Fiah 

Firewood 

Flax  and  hemp... 

Flaxieed 

Flaxseed , 

Flaxseed 

Flour , 

Fruit,  green , 

Fruit,  dried 

Fiuit,  dried , 

Fruit,  dried , 

Fruit,  dried 

Furniture 

Furniture ,... 

Furniture , 

Furs 

Furs 

Furs 

Ginseng 

Ginseng 

Ginseng 

Glass 

Glass. 

Glass  ware 

Glass  ware 

Glass  ware 

Glass  ware 

Glue 

Grease 

Grindstones 

Grindstones 

Hats 

Hair 

Hides 

Hides 

Hides 

High  wines 

Hogs 

Horned  cattle.... 

Horses 

Hops 

Horns  and  hoofs. 

Hardware 

Hardware 

Hardware 

Hardware 


Uuantiiiea. 


!••••••••• 


Package*. 
i 


53 

5, 938. 746 

9,939 

31U 

1,417 

930 

154 


■icka... 

buihela, 

barrel! . 

bales... 

barrel* . 

bales... 

easka... 

barreia . 
\  cralea . . 
!  barrels . 
laacka... 

roll!.... 

barreia . 
!corda... 

b(lei... 
I  tons.... 


Pounds. 


5, 300 
339,469,776 
633. 664 
139.500 
198, 380 
130,900 


116 

11,433 

3,336 

1,057 

9,981 

89 
9,471 

113 

1,338  sacki.. 

1,857  barrels.. 

1,916,603  barrels.. 

3, 108  barrels.. 

9,095  barrels.. 

908  boxes... 

153  baskets., 

303  sacks.... 

337  boxes . . . 
1,925  packages 

9  tons 

9, 985  packs  . . . 

1  m  boxes... . 

59  casks. . . . 

993  barreia.. 
7  boxes . . , 

195 
8, 185  boxes 

18  tons 

1,830  boxes... 

611  casks.... 

710  packages 
48  tons 

991  barrels .. 
1,154  barrels.. 

4,753 

1,733  tons 

180  cases  . . . 

364  packages. 
48,013 

604  bundles . 

96  ions 

69,780  casks..., 

if  I  f  Di'  Isatsfleeti 

8,594 

9,761 

7  bales . . . , 

969  hogsheads .... 

643  boxes., 

81  barrels  , 

9,010  bundles. 

890  pieces.. . 


81,600 

15,600,480 

166,800 

10,570 

9,994,300 

164,000 

1,337,950 


648,990 

969,786,348 

910,800 


598,650 


487, 100 


945,900 


93,710 
'i95,'956 


533, 100 

99,100 

959,650 


3,991,300 

9,0011 

109,200 


3,478,950 

92,600,800 

9,769,700 

5,156,400 

9,208,800 

2,100 

901,750 


Value. 


909, 790 


1530 

9,673,434 

5,858 

13,950 

8,50i 

46,500 

8,136 

91,456 
66,730 

538 
59,886 

346 
44, 478 

!        91,609 

4,958,110 
9,108 

14,711 

65,400 

945,900 

6,059 
7,810 

33,360 

4,365 
17,310 

30,598 

4,500 
1,093 

188,765 

637,800 
635,011 
957,820 
165, 660 
784 
4,304 

18,849 


'ii    i 


IS8 


a  Doc.  112. 

STATEMENT— Continued. 

RECEIVED  AT  BUFFALO. 


i   ■  ♦' 


h-H 


H^• 


0tf"' 


ArtielM. 


Iron 

Iron 

Iron 

Iron 

Maila 

Lard 

Lard 

Lard 

Lead 

Lead 

Lead  pipe , 

Leather 

Leather 

Lumber,  black  walnut . 
Lumber,  black  walnut . 
Lumber,  black  walnut . 

Oak  timber ,.., 

Oak  limlier 

Ouk  timber 

8hip«plank 

Lumber  

Bhingle  bolla 

Loiha 

Shinglea 

Malt 

Machines 

Machines 

Machinea 

Ma>tre«aeit 

Merchandise , 

Merchandise 

Merchandise , 

Medicines 

NatM. 

Nuts 

Nuts 

Odt 

Oil 


•  ••••••■• 


Oil 

Oil-clnth 

Oil-cake 

Oil-rake 

Oil-slonPd 

Paint  (c  ay) . . . 
Paint  (leud).... 

Paper 

Paper 

Paper 

Pianos 

Plaster 

Peas  and  beans , 

Poultry 

Poultry , 

Railroad  ties.... 

Pork 

Potatoes  ...... 

Rags , 

Rags 

Reapers 


UuMiitiea. 


Packages. 


6, 050.  pieces , 

7,  IH61  inns , 

64l)ca!iks , 

l!)7  bundles...., 

3,931  krg4 , 

9,354  barrels...., 

a, 48-.]  casks 

i2,577kcss , 

SU, 888  pigs , 

8il  tuns , 

18  packages..., 

8, 343  ro  Is , 

131  boxes , 

661, 479  feet , 

l.'>3,iona , 

1,511  pifices , 

38G,g(i7re<:t 

!2.84l  pirces , 

(),2I4|  ton , 

789, 143  feet , 

81,773,633  feel , 

3101  cords , 

13, 643  bundles.. . . , 

6.09f)M , 

b96  bushels  . . . . 

73 

SI  pieces , 

15  boxes 

183 

654  boxes , 

1,590  packages  .., 

47  bales 

679  piickages  . . , 

97H  barrels 

69  casks 

16  boxcii 

1,133,811  biishKis 

6, 0:23  barrels 

232boxfs 

23  packages  . . , 
583  hngsheaJs . , 

1, 845  ton 

78  boxes 

6,417  barrels 

88  kegH  

5, 09(1  bundles    .., 

122  boxes 

1,200  rolls 

18  

90  tons 

949  barrels 

300  pounds 

75  boxes 

12,734 

32, 825  bnrrels 

11, 446  bushels 

331  t"n« 

10, 30d  sacks 

2ti9 


Pounds. 


15,412,260 
395,  lUO 


3,305,150 


1,622,160 
3,6U0 


864,550 


3,706,500 


4,643,100 

851,(100 

245,318,000 

4«5, 750 

505,721) 

1,219,800 

26,880 


92,200 
5,460 


6-7,300 
35, 500 

160, 730 

36,281,952 
1,818,500 

6,900 
3,931,500 

3,120 
1,933,900 

289,200 

9,000 
180,  (lllO 
189,800 

4,030 

3,516,800 

10,  .'04, 1)00 

686, 760 

S,  1S8, 100 

331,200 


V.I 


ue. 


#301,436 

15,804 
383, 156 

81,100 

160 

758, 130 

14,000 

74,783 

15,780 

8,99.).  100 

3,105 

2.938 

15,345 

806 

8,360 

1,093 

113,550 

1,340 

3,444 

340, 143 

151,503 

1,380 

30,007 

156 

33,899 

86,016 

1,800 

.'>40 

2,847 

399 

4,202 

393,900 

6,868 

53,302 

57,800 


tf.  t)oc.  112. 

STATEMKNT— Continued. 
RECEIVED  AT  liUPFALO. 


AriiclM. 


Rootf 

Hope 

Rye 

SnlaratuB 

Salx  a  u.'4 

Sausaj^ia 

Sheepskins  

Sheepskins 

Sheep  

Seed 

Seed 

Seed 

Stone 

Stone 

Soap 

Starch 

Starch 

Htdves ........ 

Stave  bolls 

Sundries 

Tallow 

Tea 

Tin 

Tobacco  

Tobucco  

Tobacco 

Tongues 

Tripe 

Type 

Varnish 

Veneeiinj; 

Wore 

Ware 

Wine 

Wine 

Wheat 

Wool 

Wool 

Wooden  ware  .  . 
Curriirti'  blocks. 
Handspikes  . .. . 

Oars 

Oars 

Oars 

Wagon  woodd . . 


10, 


Total  pounds.*. 


Tons  of  2,000  poun,d8. 


Quantitiea. 


Package!. 


4, 


902  bal 

13i^  pitrknf(<!B  . , 

19,4:ij  )>uihrl4  ... 

970  b'txrs  .... 

617  liarrels..., 

46  barrels  . . . , 

7  ions 

7, 3*6  bundles  . . . 

18.906  

3, 758  barrels  . . . , 

277  boxes 

113  cask 

2,172  t'<n« 

4H5  boxes 

338  boxes 

2-37  ban  els..., 

3.i^U6boxes 

696,000 

31  j  cords  .... 
6, 924  parkn^es  . . 
2, 4»2  barrels  . . . . 

62che«ts 

66  boxes 

1,417  hogsheads. 

85.2  boxes  .. ., 

18  barrels  .... 

2l7  b:irrel8  .... 

219  biirrel 

113  boxr-s 

10  barrels  .... 

39  boxes 

2  tonH 

107  pdckages  . . 
116  boxes  . ... 

11^  CBsk^ 

050,310  bushels  ... 

Gl,33r>baes 

48J  tons 

3,5:6  packages  ., 

825  

1,480 

40  tons 

413.000  feet 

85,7:)2  

27,  si88  pieces 


Pounds. 


30, 300 

2ft,  7«ft 

1,088,360 

19J,210 

11,500 

1,489,200 

1,512,480 

745,680 

4,373,100 

25,350 

141,580 

99,144,000 

94,  liOO 

2,077,2011 

6U8,  OIlO 

5.580 

6,600 

1,717,900 

69,440 

70,0e0 

11,300 

4,000 

7,800 

36, 100 

8,080 

240,018,600 

12,364,700 

473,050 
33,000 
14,800 

2,346.520 

119,152 


1,462,9-^246 


731,461.1246 


189 


Valu*. 


•1,010 

9,7ff0 

11,601 

13,455 

559 

187,900 

47,265 

49,710 

8,4SC 

1,014 

8,228 

330,880 

126 

31I.5>4U 

43,776 

3,233 

660 

207,688 

3,255 
3.285 
1,017 

300 
780 

1,497 

3,155 

2,835,217 

3,709,410 

14, 104 
825 
177 

63,840 

1,637 


31,889,951 


'  -.'I 


140 


S.  Doc.  11^ 

STATEMENT— Continued. 

RECEIVED  AT  DUNKIRK. 


Ariiclea. 


Aahei 

Ale 

Ale 

Alcohol ...I 

Barley 

Beef 

Beef 

Beef. 

Bark 

Bacon  and  hams . 
Bacon  and  hams , 
Bacon  and  hams  . 
Bacon  and  hams , 
Bacon  and  hams 
Bacon  and  hams . 

Beeswftx , 

Beeswax 

Beeswax 

Brooms 

Broom-corn 

Broom-corn..... 

Books 

Boots  and  shoes. 

Bladders 

Butter  < 


Butter 

Butter 

Butter....;. 

Buiter 

Beer-pumps . . 
Beer-bottles.. 
Bath  brick... 

Brick 

Brick , 

Bones 

B(«nes 

Bristles 

Bristles , 

Brandy , 

Brandy , 

Buffalo  robes . 

Candles , 

Carpeting  . . . . 
Carriages.... 
Cedar  posts.. 
Cedar  posts  . 

Cement 

Cheese 

Cheese 

Cheese....... 

Cider 

Cigars 

Coal  

Copper 

Copper 

Copper 

Coffee 

Corn 

Corn-meal . . . 


duantities. 


Packages. 


147  casks. 


9, 293  barrels 

4b7  tiercis  . 


])  tons..., 
833  barrels 
2  casks. . 


4  barrels. 


SOO  bales., 

16  boxes. 
4  boxes. 


6, 330  kegs  . . 
56  barrels , 


30,000. 


1 1  bales . . 
8  boxes . 
3  rolls  . . 
3 


10, 178  boxes.. 
2  casks.. 

1 1  barrels . 


766  tons... 

6  barrels  . 
2  masses . 

1  sack  . . . 

4, 697  bushels . 

6  barrels . 


Pounds. 


91,850 


j        3,192,9)0 


270,568 


600 


40,000 

3,200 
2U0 


I  639,800 


120,000 


1,100 

240 

90 

2,100 


.(. 


204,160 
3,300 


1,532,000 

4,000 

100 

263,032 

1,296 


Value. 


•3,638 


80,675 


11,922 


ISO 


2,400 

400 
ICO 


63,700 


150 


550 
48 
90 

150 


20,392 
33 


3,064 

2,800 

10 

2,113 

12 


Articles. 


Cotton... 

CranberrieK 

Deer-skins 

Earthenware 

Earthenware 

Earthenware 

Eg^s 

Feathers  

Felt 

Fish...   

Firewood 

Flax  and  hemp 

Flaxseed 

Flaxseed • 

Flaxseed  ■ 

Flour 

Fruit,  green 

Fruit,  driei 

Fruit,  drifd 

Frui',  dried 

Fruit,  dried 

Furniture 

Furniture. •/ ' 

Furniture 

Fuis 

Furs 

Furs 

Ginseng 

Ginseng 

Ginseng  

Glass  

Glass 

Glass  ware 

Glass  ware 

Glass  ware 

Glass  ware 

Glue 

Grease  

Grindstones ■ 

Grindstones 

HaU 

Hair 

Hi'les 

Hides 

Hides 

High  wines 

Hogs  ... 

Horned  cuttle 

Horses 

Hops ••• 

Horns  and  hoofs.. 

Hardware 

Hardware 

Hardware 

Hardware 

Iron 

Iron 

Iron ••' 

Iron ••• 


S.  Doc.  112. 

STATEMENT— Continued. 

RECEIVED  AT  DUNKIRK. 


Article!. 


Cotton...... 

Cranbifrrie^. . 
Deer-skin!) . . 
Earthenware. 
Earthenware. 
Earthenware. 

Eg?8 

Feathers ..... 
Felt. 


Fish. 
Firewood. 


Flax  and  hemp , 

Flaxsef  d 

Flaxseed 

Flaxseed  

Flour 

Fruit,  green  . . . 
FruiijdrieJ.... 
Fruit,  dried..., 
Frui',  dried.... 
Fruit,  dried .... 

Fdniiture 

Furniture 

Furniture 

Fuis 

Fiir« 


Furs 

Ginseng  ... 
Ginseng  ... 
Ginseng  ... 

Glass 

Glass 

Glass  ware. 
Glass  ware. 
Glass  ware. 
Glass  ware. 
Glue 


Grease 

Grindstones 

Grindstones 

Hats 

Hair 

Hi'les 

Hides 

Hides 

High  wines 

Hogs 

Horned  ccttle.... 

Horses 

Hops 

Horns  and  hoofs. 

Hardware 

Hardware....... 

Hardware 

Hardware....... 

Iron. 

Iron , 

Iron ,,. 

Iron 


Quantities. 


Packages. 


545  barrels . 

.      2  bales.., 

S casks.. 

2  crates . , 

1  barrel.. 

1, 303  barrels  , 

118  sacks.. 


618  barrels , 


422  sacks . 


61,735  barrels, 
136  barrels 


166  packages  . . , 

34  packs  

2  barrels 

26  boxes 

158  packages . . , 


Founds. 


87,200 
2:iU 

1,400 

193, 480 
5,90U 


185,400 


43,200 

13,334.760 
21,760 


33,200 

3,400 

380 
1,300 

9,480 


72  barrels 

186 

13  cases . . 


2,461 

8  bundles 


485  casks 

14,743 

1,455 

279 


18,000 

18,600 

6C0 


173,670 

173,800 

1,474,300 

873,000 

223,200 


6  casks  . . . 
S7  packages. 


3,000 
1,310 


141 


Value. 


|3,330 
100 

133 

9,f24 
2,36U 


3,708 


1,055 

916,072 
136 


2,200 

3,400 

83 

1,738 


1,080 
186 
300 


8,238 

4.857 
95,899 
43,650 
16,740 


96 
S94 


f ,  11 

V,-  It 

M 

M 


'i  (I 


142^ 


S.   Doc.  112. 

STATEMENT— Continued. 

RECEIVED  AT  DUNKIRK. 


W  ^:    ^ 


I     ' 


^ii^f 


Articles. 


Nails 

Lard 

Lard 

Lard 

Lead 

Lead 

Lead  pipe 

Leather 

Leather 

Lumber,  black  walnut . 
Lumber,  black  walnut . 
Lumber,  black  walnut , 

Oak  timber 

Ouk  timber 

Oak  timber 

Ship-p'ank 

Lumber. 

Shirgle  bolls 

Laiha 

Shingles . . . . 

Malt , 

Machines 

Machines 

Machines 

Mattresses 

Merchandise 

Merchandise 

Merchandise 

Medicines 

Nuts.. , 

Nuts 

Nuts 

Oats , 

Oil 

Oil 

Oil-cloth 

Oil-cake , 

Oil  cake 

Oil-stones 

Paint  (clay) 

Paint  (lead) 

Paper 

Paper 

Paper 

Pianns 

Plaster 

Peas  and  beans 

Poultry 

Poultry..... 

Railroad  ties 

Pork ... 

Potatoes 

Rogs 

Rags 

Reapers 

Roots 

Rope 

Rye 


duantities. 


Packages. 


158  kegs . . 
I,2(i9  barrels. 


250  kess 


192  rolls. . . 
2  boxes , 


CO  M  feet. 


82  M  feet..., 
245  !V1  pieces , 


3 

13  boxes , 


1, 073  packages . 
14  tons 


4  packages . 
9  barri^Is  . . . 


634  busheU. 
222  barrels  . . 
15  boxes  . , 


22  barrels ... 


48  bundles 


3.... 

1  ton. 


1,000 

67  boxes. 


1,762  barrels  . 
2,005  bushels. 

14  sacks. .. 

1 


55  packages 


Pounds. 


15,800 
342,250 


39, 000 


3,000,000 


205,000 
'**5,6('i6 


9,500 


6,  COO 

2,000 

2,000 
2,0U0 


4,000 


564,000 
liiO,  UOU 

2,800 

1,000 


1,100 


Value. 


t513 
27,380 


18, 156 


8,400 


903 


950 


242, 600 

56,450 

200 

48 

1,500 

27 

20,288 

190 

66, 600 

5,550 

4,500 

900 

77 

768 

300 
12 


415 


24,204 
1,203 

70 

300 


1,100 
S60 


iiv 


Articles. 


Salaera^us  .. 
SalsBMiua  . . 
Sau-<HK«»  ... 
Shee|i8kiris. 
Shefpskiiia. 

Sheep 

SteJ 

Seed 

Sef  (1 

Stone 

Stone 

Soap 

Starch 
Starch 
Staves . 


Stuve  l>«Ila 

Sundries 

Tallow 

Tea 

Tin 

Tobhcco 

Tobacco 

Tobacco 

Tongues  

Trifie 

Type 

Vainish 

Veneering 

Ware 

Ware 

Wine 

Wine 

Wheat 

Wool 

Wool 

Woollen  ware  . . 
Curriers'  blocks. 
Flandopikea  ... . 

Oars 

Oars 

Oara 

Wagon  woods. . 


Total  pounds. 


S;  Boc.  112;, 

STATEIVIENT— Continued. 

RECEIVED  AT  DUNKIRK. 


Tons  or 3,000  pounds. 


duantities. 


Packages. 


13  barrels . 


7  bundles 

1,062  

S20  barrels... 


.••••• 


6  sacks 

88  boxes. 

SO  boxes. 

4  boxes. 


.573  packages 
236  barrels .  1 


92  hogsheads . 
167  boxes...,, 

10  kegs 

9  barrels  . . . , 


Pounds. 


100  packages 

3  boxes... 

4, 442  bushels. . 

3,291  bales.... 

40  packages 


5,000 


1,400 
85,000 

35,600 

4,400 

1,500 

120 


162,000 
71,000 


133,700 
2,880 


32,300 

300 

260,520 

658,800 

7,460 


29,374,879 


14,687.879 


143 


Value. 


•S60 


175 

2,655 

2,461 

353 

60 

8 


171,900 
4,248 


18,588 
135 


1,050 

15 

3,331 

197,640 

373 


959,857 


•f,  it 


\ 


■■Atai<»-».*v,v., , 


^y•' 


:,««'fl^>'-'iL->'»»-"»«M"-^«"**"'> 


mcmvEmMsmmsmenm 


b 


imk 


n;^4.    'Alftidil. 


Ashes...... 

Alii'' 

AIGOpOla  •••••••«•••••••••••••• 

f*py  ■•••••• •*  ••■•••••••••« • • 

Mr..... ....!..... 


_^|l)d  han)|8 ,. .  «^, , . . , ,..,.. 

^^/lii^vJiams  ..^..... 

jn  and  hams  , 

BiKiniKnd  hairi 

Vocqn  and  hams 

eiMwax 


«wax. 


Be^ayax. 
BjiJEioms., 


.pipm-corn.iu. 
B^bm-corn... 
Bloka. ....... 


duantilies. 


tPselfsges. 


1, 1C8  casks. 


•  •  •  •  •  •  •  #  <i  •  •  •     »«*••••••» 

430bushela.. 

>      U803  barrels 


>.......*...•.«......« 


•JxM. 


Pounds. 


* 


584,000 


•  •  ••••••  9*^»    •   •  •   • 

•  •••*•••  «  «  •  •  •  •  • 

•  •••••••  •'•  •>•  »   •   • 


SO,  160 
57iS»960 


''    Value. 


•33rS60 

*•  •'•'•  •  •'•  •■'•',, 
•  • 


14,494 


1,00^502  70,391 


ta  and  ahoet|. 


I......  a.....*......... 


Bii|ier 

B«Jter 

B#?r 

J^r^ponips 

,  ..£^)Br-botttes 

■  Bith  brick. , . 

Brusk 


>............ 


~Q.»'e,s  ...•..........«..,...,,., 

B4oes. 


Brj8l|(!8  . . . . . . 

Bristles ^ 

Brandy 

Brandy 

BuiTalo  robes. 
lies. 


•  .........,•■,..,, ,,,,,, ..,,...,,,,,,,. 


137,817 


..................... 


... ................ 


........................ 


Cai^eting . . 
C^Yia^... 
Cedarposts. 
Giidiur  poais. 
C^ineut .... 


Cbp 

Clieese. 
CieaM. 
Cider.. 


Cigars. 


Cdal 


Copper. 
Copper. 
Coti^p?r. 


>••••••••-*•••••. 


13,761 


•  st«aa*aa«4 


•  ••••  ••  ••••• 


«•••••     •»•• 


76,683 


Cprn 
Com-meal. 


9017, 773.  boffhels. 


11,835,288 


4,600 


83,109 


S.  Doc.  113. 

STATEMENT— Continued. 

RECEIVED  AT  TONA WANDA. 


145 


ArUclei. 

duantitiea. 

Value. 

Paekages. 

Pounds. 

Cotton  .•••••••••••••••••••<••• 

rnnberries  ••••••■••• !•••• 

TlMr^kina • 

Earthenware 

1 

11,750 
21,806 

•M75 

156  barrel 

Rmb       • 

1.940 

fw" 

Feathers • 

kVIt 

Fith 

Fiiewood.  •••*•••••>••••••••••• 

S  barrels 

16. 147  cords 

640 

48,441,000 

3,957 

19 

39.994 

1,746 

Flux  and  heniD.  ..•....•..•.••.. 

Flaiseed  .•••• > 

Flaiseed 

Flaxseed 

Flour 

Fruit,  ereen 

170, 181  barrels 

36,759,096 

595,633 

Fruit,  dried ...••... 

10,699 

1,062 

Fruit,  dried 

.>iiit,dried 

Fnjiti  dried 

Furniture 

I 

19,031 
3,S00 

1^900 

Furnitiirfl  ....•...•..••>««•.... 

s 

Furs 

Fura 

4,.ooa 

Fura ^ 

Gioeeng 

* ** 

J 

Oinaen?  .•••••..•............. 

Ginaeng 

GlaM 

QIaaa 

Glasa  ware • 

Glaaa  ware.  • 

Giu 

Grindalones 

Hata 

Hides 

) 

13,940 
107, 100 

697 

Hides 

i 

11, 895  gallons 

High  wines 

3,98& 

Hoga 

Horses 

Horns  and  hoofs 

Hardware  

Hardware 

Iron 

Iron , 

Iron 

Iron 

Nails 

^  •  •  1  »•* .  •.»••••  1  •  • 

11 


146 


S.  Doc.  112. 

STATEMENT— Continued. 
RECEIVED  AT  TONAWANDA. 


n-A 


Si 


mi 


ArtktM. 


Lird 

Lard 

Lard 

Lead 

Lead 

Lead  pipe > 

Leather 

Leather 

Lumber,  black  walnut , 

Lamber,  black  walnut , 

Lumber,  black  walnut . 

Oak  timber 

4  Oak  timber 

Oak  timber 

Ship>plank 

Lumber 

Shingle  bolla 

Lathe 

Shinglea 

Malt 

Machinea < 

Machinea 

Machine! < 

Mattreuea 

Merchandise 

Merehandiae  • 

Merehandiae 

Medicinea 

Note 

Nuts 

«    Nuts 

Oats 

Oil 

Oil 

Oil-eloth 

Oil-cake 

Oil-cake 

Oil-stones 

Paintfclay) 

Paint(lead) 

Paper < 

PAper 

Paper 

Pianos < 

Plaster 

Peas  and  beans ....... 

Poultry ....< 

Poultry 

Railroad  ties 

Pork 

Potatoea 

S»8» 

Reapers 

Roots 

S»P« 

Rye 

Salnratus 

Salcratus 


Cluantities. 


Packages. 


4, 450  barrels. 


1,013, 849  feet. 


15,141,878  feet. 


557  M. 


10, 485  bushels. 


83  bushels. 


3, 257  barrels. 
S38  bushels. 


Pounds. 


1,113,5»7 


58,85< 


4,516,500 


45,425,000 


111,40U 
59,553 


;i35,520 


32,913 


4,980 


722,340 
14,280 


Vslue. 


♦17,883 


10,594 


141,960 


515,85$ 

*"i',38a 

2,508 


3,145 


170 


83 


27,084 
142 


■i---rt:r, '.ft 


S.  Doc  112. 

STATEMENT— Continued. 
RBCEiyBD  AT  TONAWANDA. 


I^ 


ArtirJM.           i>v 

Ctuantitiei 

. 

Valoa. 

Packagea. 

Pounda. 

fknnfttl  •t.«itt«tt*«flffltt*tt«t 

fUiMDikini  •■••••••••••.•••.••• 

flhMnflkilUI*«att>«aa«««a 

flheeD 

Seed 

Seed 

33,696 
333,890 

#9.933 

Seed 



Stone 

667 

Stone 

SoaD ••••••••••••.<•• 



Starch •••••••.. 

gtafch...... ..•••.  ......>...... 

8t>Tea  ......................... 

6.799.725.  No 

63,917,459 

901.870 

Steve  bolle 

Sundriea  •••••••••••••••••••••t 

861,035 
11,150 

86.000 
669 

Tallow 

Tea •••• 

Tin 

Tobacco 

Tobacco .••• 

\ 

190,401 

11,434 

Tobeeco ■  • 

Tonguea 

i 

Tripe 

Type ••••  *••*  ••••• 

Vamiah ••••••••• 

Veneering  ,...• 

Ware 

Ware..... 

Wine - 

163,669bu8helfl 

9,760,140 
143,731 

113,866 

43,816 

Wooden  ware •••••• 

1 

Handapikes  •••.. 

Oara 

Wacron  wooda. ................ 

326,433,241 

3,089,663 

Tone  of  9. 000  pounds. . . . 

113,211.241 

!■(     »^' 


m 


•J;  M 


148 


S.  Doc.  112. 

STATEMENT— <:!ontinued. 


ArticlM. 


;l     •, 


I'^vr;  ; 


JUStf 


AK^ngata  qaanti- 
twi  KMived  M 
Buffalo,  Dun- 
kirk, and  Ton* 
awanda. 


Athu 

Ale 

Alcohol 

.  Barley 

Beef. 

Bark 

Bacon  and  hama. 

Bacawaz <« 

Brooma •. 

Broom-corn..... 

Booka 

Boota  and  aboea. . 

Bladdera... 

Butter 

Beer-pumpa.  ... 
Beer-bottlea..... 

Bath  brick 

Brick 

Bonea 

Briatlea 

Brandy 

Buffalo  robea.... 

Candlea 

Carpeting • 

Carriagea 

Cedar  poata 

Cement 

Cheeae 

Cider 

Cigars 

Coal 

Copper 

Coflee 

Cora 

Corn-meal 

Cotton 

Cranberriea , 

Deer<akin8 

Earthenware.... 

E«gs- 

Feathera 

Felt 

Fieh 

Firewood 

Flax  and  hemp. . 

Flaxseed 

Flour 

Fruit,  green 

Fruit,  dried .. .  . 

Furniture 

Furs 

Ginseng 

Glasa 

Glassware 

Glue 

Grease ......... 

Grindstones 

Hat 

Hiir 


Poundi. 

7,536  350 

19,390 

884,040 

7,997, 184 

88,849,150 

19,900 

7,817,559 

45,050 

89,800 

1,104,100 

105,900 

5,940 

9,100 

8,196,617 

100 

1,600 

193,990 

963,900 

193,500 

9,600 

4,900 

195,860 

106,770 

1,930 

191,800 

97,800 

156,800 

8,877,193 

98,5u0 

11,400 

35,550,000 

1,319,500 

5,400 

344,568,096 

633,960 

139,  aOO 

985,580 

130,4^0 

83,000 

15,814,766 

17,970 

10,570 

3,180,340 

48,605,000 

1,341,907 

691,190 

319,880, 104 

939,560 

539,4'.9 

53,i)31 

859,500 

93,090 

196,550 

549,580 

99,100 

977,650 

3,939,900 

9,600 

109,300 


Aggregate  nlue 
or  each  arii. 
ela  received  at 
Buffalo,  Dan. 
kirk,  and  Too. 
awanda. 


#318,548 
388 
16, 569 
116,696 
616,993 
645 
488,078 
9,010 
3. 490 
66,379 
8,900 
3,590 
84 
319,340 
10 
94 
914 
330 
1,890 
400 
1,480 
163,850 
91,354 
1,800 
'      8,700 
858 
1,049 
371,348 
385 
9,850 
71,100 
869,500 
540 
9,757,658 
5,870 
13,950 
11,739 
46,600 
8,968 
103,330 
69,080 
538 
63,613 
33,540 
46,334 
99,6f4 
5,069,615 
9,944 
15,773 
69,500 
353,300 
6,084 
7,863 
35,0»8 
4,365 
18,390 
80,784 
4,800 
1,093 


S.  Doc.  113. 

STATEMENT— Continued. 


149 


ArticlM. 


(IM  rwcivfld  at 
Bufhlo.  Dun- 
kirk, Md  Ton- 
•wanda. 


HMm 

High  winea. 

Hog« 


Horned  cattle , 

Horua c 

Hpf». 


Horna  and  hoofk. 

Hardware 

Iron 

Niil 

Uid. 


Uad 

Leadpipa. 
Leather. 


Lumber,  black  walnvt. 

Oak  timber 

Ship-plank 

Lumber 

Shingle  boHa 

Latha 

Sbinglea 

Malt. 


Aggregate  value 
or  each  arti- 
cle  receJTed  at 
Buflalo,  Dun- 
kirk,  and  Ton- 
awanda. 


Machinea. . . , 
Mattreaaea... 
Merchandiae  . 
Medicinea... 

NuU 

Oata 

Oil. 


Oit-cloth. . . . 
Oil-cake .... 
Oii-itonea. . . 
Paint  (clay) 
Paint  (lead). 
Paper. 


Pianoa 

Plaster 

Peas  and  beans. 

Poultry 

Railroad  tiea. .. 

Pork 

Potatoea •• 

Rags 

Reapers 

Roots 

Rope 

Rye 

Salsratua...... 

Sausages  

Sheepskins  . . . . 


Seed. 

Stone 

Soap 

Starch 

Stavea 

Stave  boUa. 
Sundries . . . 


FaiMMb. 

8,0n6,  MO 

89,889,700 

11,944,000 

0,«M,4OO 

9,439,000 

9,100 

904,750 

911,030 

15,419,960 

410,900 

4,7fi9,997 

1,639,  leq 

3,600 

969,406 

3,706,500 

19,159,600 

851,000 

990,948,000 

465,750 

510, 790 

1,331,9(10 

96,880 

161,953 

5,460 

999,9(10 

33,700 

163,990 

36,637,760 

9,074,860 

11,400 

4,004,419 

3,130 

1,940,500 

391,900 

11,000 

189,000 

194,780 

8,0.^0 

3,546,800 

11,790,940 

891,040 

9, 130,900 

939,300 

30,300 

91,800 

1,088,360 

198,310 

11,500 

1,490,600 

1,597,480 

815,178 

4,711,390 

96,850 

140,700 

169,061,459 

94,500 

3,100,235 


#197,700 

631,637 

730,840 

301,470 

189,400 

784 

4,400 

19,173 

301,436 

16,317 

#387,419 

81,110 

180 

786,880 

14,000 

925,089 

15,780 

9,511,658 

3,105 

4,153 

16,627 

806 

11,718 

1,092 

170,000 

1,388 

3,471 

343, 478 

173, 657 

3,280 

30,177 

156 

22,970 

86, 784 

2,100 

552 

2,930 

814 

4,303 

445, 188 

8,213 

53,272 

58,000 

1,010 

3,860 

11,661 

13,715 

552 

188.075 

49,920 

54,596 

9,475 

1,074 

8.336 

522,750 

126 

569, 480 


m 


S.  Doc.  112. 

8TATEBIENT— Continned. 


I  \ 


■i    I 


^l\ 


Aitktafl. 


Tallow • 

Tm • 

Tin 

TobMM ' 

ToflgUM 

Trip* 

Ywnitoh'.VV. 

YMMwing 

Wan 

WiM 

WhMt 

Wool.. 

Wooden  wan 

Cnnitn'  bloeloi....... 

HandapikM 

Oam 

Wagon  woods. 

Total  ponnda 

Tona  of  9,000  pownda 


AfgNfataqwuMi* 
tlaa  ncaivad  at 
Bwflalo,  Dn^ 
kirk,  and  Ton* 
awanda. 


/•MNdl. 

OW.IM 

s.seo 

6.000 

9,149.001 

79.390 

70.080 

11,800 

4.000 

7.800 

68.400 

8.380 

9S0.M5.960 

13,166.991 

480.510 

33.000 

14,800 

9,346.390 

119,159 


1,118^.790.366 


85»,360.366 


AgmgaianiM 
of  tMh  ■rti. 
claneaivvdM 
MUo,  Dttft. 

kirk.aadToa. 
awanda. 


(I 


•48,711 

9,939 

660 

937.900 

3,390 

8,98S 

1.017 

300 

780 

9.547 

9.170 

9.959,416 

3^949.866 

14,477 

89S 

177 

63,840 

1,637 


94.939.471 


DuTEWT  or  BorrALO 


.  I 


S.  Doe.  118. 


m 


fftt^ulation  thowing  the  Mai  value  and  atiantity  o^  nil  property  received 
from  and  thipped  to  the  weatwardt  in  the  aittrict  of  Dufftuo  Credit  during 
ike  year  ending  December  31,  1861. 


gcMivedi 

Buffalo 

Dunkirk  . . . 
Tumwuda.. 


Tolila. 


I  at— 

iuffillO 

Dunkirk.... 
Tomwanda. 


Totala 

Qraiid  total* . 


Tom  of  9,000 
pounda. 


791.469 

&7,198 

113,911 


901,811 


904,  SS6 

15,867 

A.US7 


925,440 


1,197,961 


ValM. 


111.880,951 
4,000,000 
9,080.669 


97,979,614 


44,901,790 
5,894,780 
1,699,499 


51,988,999 


89,968,59 


DuTBicr  or  Borrato  Cebk,  N.  Y.,  Coitoh'Bouib,  Borrato, 

iVfrTMry  19, 1859. 


WM.  KETCHUM,  CoUtder. 


%   i 


15S 


S.  Doc.  112. 


^••'1^*.' 


■J      !- 


1", 


An  account  of  the  principal  articlet  of  Jortigii  jproduie,  grouiht  and  mnny. 
failure,  exported  to  the  Britiah  North  Amcncan  colonies,  in  Brituh  and 
Amrrican  reii»th,from  the  district  of  Buffalo  Creek,  for  the  year  cHding 
Ikcember  31,  1851. 


Article!. 


Tea pounds. 

Coffee do 

Dry  goods 

Medicines 

Crockery 

Toys 

Tin  plate boxes. . 

Raisins pounds . 

Lemons ooxes. . 

Nuts pounds. 

Pepper do. . . 

Oranges boxes. . 

Pimento pounds . 

Logwood do  — 

Currants do 

Cassia do 

Indigo do 

Figs do 

Madder do 

Ginger do. . . 

Bonnets,  Leghorn No 

Sundries 


Quutltf. 


143,457 
46,649 


73 

10,175 

155 

4,897 

3,140 

83 

2,122 

4,496 

2,400 

73 

149 

501 

715 

799 

285 


AMKRICAIf 
TEllKLI. 


Value. 


840,422 

2,604 

7,920 

3,701 

1,013 

474 

179 

193 

280 

357 

119 

271 

115 

31 

105 

11 

58 

41 

35 

32 


445 


58,406 


■  RITUH 
VCllElf. 


Value. 


38,543 


TOTAL. 


Value. 


$23,458 

863,880 

1,866 

4,470 

5,439 

13,369 

1,690 

5,391 

672 

1,686 

787 

1,261 

672 

861 

865 

1,068 

463 

743 

116 

473 

183 

302 

72 

343 

110 

225 

220 

261 

74 

179 

12 

23 

83 

141 

9 

50 

41 

76 

35 

67 

355 

356 

1,321 

1,766 

96,949 


Custom-house, 

Buffalo,  New  York,  January  1,  1852. 


\VM.  KETCHUM, 

Collector. 


^\n  arrount  of  the  jn 
'  tuff  of' the  United 
Y(^k,  to  the  Brit 
tuicUtfor  the  year 


Articlefl. 


1  Dry  goods 

Orocenes 

Sundries 

Mitnufactures  of  iroi 
Manufactures  of  wo< 

Furniture 

Books  and  stationei 

ICH'Sters 

I  Marble  and  stone. 
Drugs  and  medicin 
Glass  ware..  .. 

I  Spirits 

Grain..  .-• 

Cheese ■ 

Fish,  dry ■ 

Fish,  pickled 

loil 

Skins  and  furs.... 
1  Boots  and  shoes.. 

Salt 

ILard 

I  Leather 

I  Hams  and  bacon. 
I  Beef  and  pork.. . . 

Tobacco 

I  Sugar 

I  Broom  com 

ICoal 

I  Cordage 

I  Cattle 

IClocks 

I  Tallow 


Custom-house 


S.  Doc.  118. 


158 


^^n  nrcMint  nf  the  jtrinripal  articles  of  the  growth,  procure,  and  manu/ac 
(urr  of  the  United  SttUe*,  erported  frttm  the  district  of  Buffalo  Creek,  AVw 
Y<rrk,  to  the  British  North  AmeriraH  colonies,  in  British  and  American 
raucUf/or  the  year  ending  December  31,  1851. 


Article*. 


Pry  goods. 


(irocenes. 

Sundries 

M.mufactures  of  iron. , 
I  Miinufacturesof  wood, 

Furniture 

Books  and  stationery , 

Oj'stcrs , 

Marble  and  stone 

Drugs  and  medicines , 

Glass  ware , 

Spirits , 

I  Grain..  ..• 

Cheese , 

Fish,  dry 

Fish,  pickled , 


Skins  and  furs. 

Boots  and  shoes.. 

Salt 

I  Lard 

j  Leather 

Hams  and  bacon. 
jBeef  and  pork.. . . 

Tobacco 

Sugar. 

Broom  corn 

Coal 

Cordage 

Cattle 

Clocks 

Tallow 


Qaudtj. 


7,921 

8,742 

44,565 

30,391 

120 

4,450 

67,062 

7,998 

2,182 

14,917 

61,164 

9,638 

620 

49,259 

76,197 

50 

450 

10,400 

25 

1,129 

139,274 


gallons 

bushels 

pounds 

pounds 

barrels 

gallons 

pounds 

pairs 

barrels 

pounds 

pounds 

Eounds 
arrels 
pounds 
pounds 
tons 
tons 
pounds 
number 
number 
pounds 


AMimOAIf 
TBMILf. 


Value. 


$51,991 

25,511 

43,876 

47,900 

12,860 

8,063 

9,889 

2,059 

1,746 

3,082 

4,667 

1,047 

4,523 

1,191 

600 

646 

2,260 

4,804 

7,736 

1,597 

1,070 

4,321 

322 

2,763 

6,084 

2,820 

158 

1,637 

703 

1,325 

2,334 

3,931 


263,305 


■KITIIH  rgt' 
IKLI. 


Valne. 


$56,663 

26,891 

22,970 

46,345 

9,884 

6,724 

7,278 

871 

2,611 

7,311 

6,362 

1,239 

876 

1,305 

296 

237 

2,115 

6,987 

4,499 

676 

129 

6,871 

161 

4,194 

4,093 

1,768 

1,650 

1,156 

796 

480 

567 

5,732 


235,536 


TOT  At. 


Value. 


$107,564 

62,409 

66,846 

94,246 

22,744 

13,787 

17,167 

2,930 

4,257 

10,393 

9,919 

2,286 

6,399 

2,496 

896 

783 

4,376 

10,791 

12,236 

2,272 

1,199 

11,192 

483 

6,957 

10,177 

4,588 

1,808 

2.793 

1,499 

1,806 

2,901 

9,663 


498,841 


WM.  KETCHUM. 

Collector. 
Custom-house,  Buffalo,  New  York,  January  1,  1852. 


'>.M 


■I 


154 


S.  Doc.  112. 


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I  StJtemcnt  of  Canadian 
JSVir  York, /or  tear 
^ew  York,  for  exjH 
Jkcember  31,  1861 


Artie 


WTieat 

Flour 

Barley 

Butter 

Ashes 

Wool 

•Canvass 

Furs..-^ 

•Port  wine 

•Sherry  wine 
■•Brandy 


Custom-house,  Bi 


\Statement  of  Canadian 
New  York,  during  I 
duty.) 

Articl 


JHorses , 

JHorned  cattle. . - 

ISheep 

[Grass  seeds 

IPersonal  effects. . . . 


Custom-house,  B^ 


a  Doc.  112. 


157 


Statement  of  Canadian  •produce  imported  into  the  district  of  Buffalo  Creeks 
^ew  York,  for  voarehoute  and  far  tranaporlaiion  in  bmd  to  the  port  of 
}^ew  York,  for  exportation  to  foreign  countriea,  during  the  year  ending 
December  31,  1851. 


Articles. 

Quantity. 

Value. 

WTieat bushels. . 

flour barrels.. 

Barley bushels. . 

Butter pounds. . 

Ashes barrels. . 

Wool pounds. . 

•Canvass yards. . 

Furs barrels. . 

•Port  wine hogsheads . . 

•Sherry  wine casks. . 

•Brandy 

88,316 
10,763 

987i 
ll,725i 
300 
9,017 
3,170 
2 
2 
9 
3  hogsheads 
and  1  cask 

$56,901  93 

34,007  95 

354  25 

964  49 

5,283  65 

1,848  48 

326  03 

180  40 

133  42 

179  63 

309  46 

100,489  74 

Custom-house,  Buffalo,  N.  Y., 

mption. 

VM.  KETCHUM,  Collector, 

$52. 

nto  the  district  of  Biiffalo  Creek, 
'Member  31,  1851,  (being  free  of 

Statcme7it  of  Canadian  produce  imported  'I 
duty.) 

Articles. 

Quantity. 

Value. 

Horses number. . 

Horned  cattle. do*  — 

Sheep do 

Grass  seeds bushels. . 

?ersoiial  effects 

9& 

123 
2,856 

$3,158 

155 

342 

6,873 

9,744 

20,272 

Custom-house,  Buffalo,  N.  Y., 

March  IS,  18€ 

'^M.  KETCHU 
►2 

M,  Collector. 

1S8 


&.  Doc.  112. 


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Port  of  cntrj', 
00';  population  ii 

This  district  en 
vnnia  on  Lake  £ 
three  sliipping  po 
Creek ;  the  two  1 
staves  and  lumhei 
nuts  or  upward, 
iliore  of  Lake  Eri 
Cleveland  100, 
D.C.,  343NW. 
ff limed  by  the  pro 
which  was  formei 
however,  partially 
sTovernment,  by  w 
thfit  most  of  the  la 
now  readily  enter 

The  peninsula  r 
i-liind,  the  wash  o 
the  harbor  having 
nently  deepened,  £ 
The  depth  of  wate 
the  harbor  much  n 

It  was  in  this  \ 
(hiys  from  the  tim 
yet  standing  in  the 
lie  brought  back  t 
yet  seen  rotting  an^ 

The  naval  depot 
two  small  vessels  ^ 
are  accustomed  to 
port  is  very  limitec 

A  canal  from  Ei 
regions  of  the  Sta 
and  of  fine  quality, 
iniiny  of  them  to  p 
the  direct  route ; 
Bulfalo,  and,  lyinc 
tittccn  to  twenty  m 
The  agricultural  n 
not  yet  fully  develr 
commerce  of  the  p 
Hour  for  consumpii 
il  is  certain  that  th 
inasmuch  as  the  m 
in  rapid  progress  o1 
mpidly  mature  un( 
a  constant  home  d( 
demand  for  agricu 
12 


S.  Doc.  112. 

No.  10. — District  or  Presqve  Isle. 


161 


Port  of  entry,  Krie,  Pcnnsylvnnia;  Intitude  42^  OS',  longitude  80® 
flC/;  population  in  1830,  1,405;  in  1840,  3,412;  in  1850,  5,858. 

Tliis  district  embraces  the  whole  coast-line  of  the  State  of  Pennsyl- 
vaniiion  Lake  Erie;  it  contains  aWit  f^rty  miles  of  shore,  and  has 
thrco  shipping  points — Erie,  the  port  of  entry.  North  East,  and  Elk 
Crci'k;  the  two  latter  being  principidly  engaged  in  the  shipment  of 
staves  and  lumber.  Erie  is  a  beautiful  town  of  three  thousand  inhabit- 
niits  or  upward,  finely  situated  on  Presquc  Isle  bay,  on  the  southern  ' 
shore  of  Lake  Erie.  It  is  distant  from  Buffalo  SO  miles,  SSW.;  from 
Clnvelnnd  100,  E.;  from  Harrisburg  270,  NW.;  from  Washington, 
D.C.,  343  NW.  The  town  stands  on  a  blufT  commanding  the  harbor, 
formed  by  the  projection  of  the  peninsula  of  Presquc  Isle,  the  mouth  ot 
which  was  formerly  closed  by  a  difficidt  sand-bar.  This  has  been, 
however,  partially  removed,  and  piers  constructed  by  the  United  States 
jTovcrnment,  by  which  means  the  channel  has  been  so  far  deepened 
Hint  most  of  the  larger  steamboats  and  vessels,  which  navigate  the  lake, 
now  readily  enter  it. 

The  peninsula  of  Presque  Isle  has  been  gradually  converted  into  an 
ifliind,  the  wash  of  the  lake  currents  having  severed  the  isthmus ;  and, 
tlic  hnrbor  having  two  entrances,  it  is  expected  that  it  will  be  perma- 
nently deepened,  and  the  bar  at  its  mouth  by  degrees  swept  awtiy. 
The  depth  of  water  on  it,  at  present,  is  from  eight  to  ten  feet,  and  withia 
t!i(;  harbor  much  more. 

It  was  in  this  harbor  that  Perry's  fleet  was  built,  within  seventy 
diiys  from  the  time  when  the  trees,  of  which  it  was  constructed,  were 
vt't  standing  in  the  fiwost.  Thence  he  sailed  to  give  battle,  and  thither 
lie  brought  back  the  prizes  of  Lake  Erie,  the  relics  of  which  may  be 
vet  seen  rotting  and  half  submerged,  near  the  navy  yard. 

The  naval  depot  is  still  kept  up  at  this  place,  and  here  the  one  or 
two  small  vessels  which  represent  that  arm  of  our  service  on  the  la,kes 
are  accustomed  to  go  into  winder  quarters.  But  the  commerce  of  the 
port  is  very  limited. 

A  canal  tiom  Erie  to  Beaver  connects  it  with  one  of  the  finest  coal 
regions  of  the  State,  Pennsylvania,  and  this  coal,  being  bituminous 
nudoffine  quality,  is  used  by  nearly  all  the  lake  st  .  ners.  This  causes 
many  of  them  to  put  in  here,  when  they  would  othf "  \,  ise  continue  on 
the  direct  route;  fur  Erie  is  ninety-seven  miles,  xnure  or  less,  from 
Buli'alo,  and,  lying  at  the  southern  end  of  Presque  Isle  bay,  is  from 
tittecn  to  twenty  miles  off'  the  direct  course  from  Buffiilo  to  Cl(n-eland. 
The  agricultural  resources  of  the  country  circumjacent  and  inland  are 
not  yet  fully  developed,  and  of  conse(]uence  contribute  but  little  to  the 
cnminerce  of  the  place.  It  will  be  seen  that  last  year  the  supplies  of 
Hour  for  consumption  here  were  received  from  other  lake  districts  ;  but 
il  is  certain  that  this  state  of  things  cannot  long  continue  in  such  form, 
inasmuch  as  the  mineral  and  manufacturing  re;<ourccs  of  the  district  are 
in  rapid  progress  of  development ;  and  the  agricultui  il  productions  must 
rapidly  mature  under  such  stimulus  as  that  given  by  liberal  prices  and 
a  constant  home  demand.  It  cannot  be  doubted  that,  before  long — the 
demand  for  agricultural  produce  in  the  mining  and  manufacturing  dis- 
12 


m,  ' 


I  ( 


1#^  S.  Doc.  llSf. 

tricts  already  being  considerably  in  advonce  of  the  production  of  mnny 
articles — attention  will  be  so  strongly  attracted  to  the  resources  of  the 
soil  as  to  insure  not  only  an  adequate  supply  for  home  use,  but  on  ample 
surplus  fijr  exportation. 

The  importations  for  1861,  consisting  principally  of  assorted  mer- 
chandise, flour,  fish,  and  manufactures  of  iron,  amounted  to— 

Imfwrts  coastwise $1,979,913 

"         foreign 3,45d 

Total  importation 1,983,368 

The  exports  consist  of  wool,  lumber,  wood,  bark,  glass,  stoves,  bnr- 
iron,  coal,  and  merchandise  received  by  canal,  with  a  small  quantity  of 
grain — the  whole  amounting  to  the  following  aggregate : 

Exports  coastwise $2,207,582 

*♦         foreign 15,415  - 

Total  exportation 2,222,997 

The  entire  commerce  of  the  port  amounts  to  a  total  value  of  $4,20(5,453. 
The  character  and  quantity  of  some  of  the  chief  articles  of  export,  and 
their  comparative  increase  and  decrease,  are  exhibited  in  the  annexed 
tables  for  the  series  of  years  as  named : 


Articles. 


Coal tons. . 

Leather pounds, . 

Wool do. . . . 

Butter do 

Cheese do. 

Stoves do. 

Railroad  and  bar  iron .  .tons . . 

Glass pounds. . 

Hemp tons.. 

Pig-iron tons. . 

Iron  and  nails do  . . 

Staves M. . 

Lumber M.. 

Tallow pounds. . 

Tobacco do. 

Beef. barrels. . 

Barley bushels. . 

Castings tons . . 

Corn bushels. . 

Cotton pounds. . 

Eggs barrels. . 

Flour do 

Feathers pounds. . 


1845. 


8,507 
40,061 
05,435 

1,041,000 


1846. 


21,534 
123,370 
476,922 

1,257,000 


250 
18,500 


150 

83 

1,108 

3,324 


550 

4,448 

550 

853 


2^ 
550 
250 


2,052 

521,500 

409 

800 

612 

1,056 

3,901 

86,200 

333,602 

882 

7,581 

555 

10,107 

5,679 

541 

14,563 

66,760 


1851. 


86,000 

19,396 

486,303 

989,06iJ 

1,416,695 

1,071,694 

360 

573,499 

15 

944 

661 

1,492 

12,899 

31,700 


11,822 

14,389 


2,050 


In  American  vess 
in  British  vessels 


In  American  vesi 
In  British  vessels 


In  American  ves 
In  British  vessels 


Total  imports  in 
Total  imports  in 


S.   Doc.  118. 

STATEMENT— Continued. 


las 


ArtiolM. 

184&, 

1846. 

1851. 

Ginsenff pounds. . 

14,076 
2,646 

16,300 

35 

2,272 

pork  and  bacon do. . . . 

Oats bushels.. 

Whiskey barrels.. 

Ashes casks.. 

620 
4,800 

116 
2,184 

110 

64,041 

2,083 

823 

The  Erie  extension  canal  has  boon  in  oporntion  since  1845,  and  the 
effect  is  seen  in  the  increrse  of  hiimu'M».  It  is  worthy  ol  note,  that 
during  some  seasons  produce  gtK's  wnithwurd,  and  at  others  northward. 

The  licensed  and  enrolled  Umwiy;i',  of  this  port  is  7,882  tons. 

The  tables  following  this  report  (fxliibit  tli«  commerce  oi  the  district 
in  detail,  with  value,  tonnage,  entrances  and  clearances,  complete. 

CANADIAN  TRAUK  IN  1861. 

Imports.       Duty  collected. 

In  American  vessels $419  00         $84  00 

in  British  vessels 10  00  4  00 


435  00 


88  00 


Free  goodt— -plaster 'in  ttonc. 

Ttms.  Value. 

In  American  vessels 671  $1,342 

In  British  vessels 839  1,078 


3,020 


Total  imports $3,455 

Exports — domestic  produce  and  manufacture. 

In  American  vessels $12,385 

In  British  vessels 3,080 


15,465 


Total  imports  in  American  vessels. $14,146 

Total  imports  in  British  vessels 4,724 


18.870. 

Tonnage  inward. 

No,      Tom. 

American,  steam «. 2       680 

sail 14    1,039 

British,  sail 6       721 


4(1 


( 


nr     : 

I  if     t 

'f, 


■''] 


i  J 


h 


164       *  S.  Doc.  112. 

J.  7         Outu'orJ.  '  - 

Ko.      T(.m. 

Ainrricnn,  pnil 33    3,afio 

British,  sail. 6       7:.'! 

LiiJic  rcccq)ts  coitstuuse  at  On:  port  of  Erie,  PcuninjIvaHla,  hi  IS-il. 

Mf-rchnntlisc  and  sundries 0,GS2,60()  pounds  Sil,SOO,0(li) 

Flour 9,839  barrols  34,4.k. 

Water-liino 9S4      "  l,4.j() 

Fish 4,640      "  i   ,S7(5 

H.ilt 2124G      "  21,yt(i 

Halt 10,200  bags      .  1,275 

Uaihoad  iron 1,810  tons  81 ,700 

Raihoad  spikes .     5G4  krgs  l,<j9i> 

Limestone 340  cords  1,010 

Hops CG,Q33  pounds  0,0o3 

Iron  ore 670  tons  1,995 

Total _1^79,i)1.3 

Sii'ii»acnts  coasticisc  at  the  jyort  of  Erie,  Pcnnsyhan'm,  in  1851. 

Wool 486,303  pounds  $145,890 

Butter 989,062      "  123,G:3:j 

Cheese 1,416,095      "  85,001 

Leather 19,396      "  4,849 

Starch 102,706      "  .  G,10i» 

Stoves  and  hollow  ware 1,071,694      "  37,53'J 

Iron,  bar,  &c 720,672      "  21,620 

Merchandise  and  sundries 2,876,000      "  1,100,000 

Glass 351,985      "  12,319 

Glassware 221,514      "  51,206 

Oil-cake 116,000      "  69(3 

Oil-cloth 37,450      "  7,490 

Salaeratus 9,662      "  483 

Flax 30,959      "  1,857 

IWilt 77,800      "  3,112 

Tallow 31,700      "  2,530 

Fire-brick 31  M  620 

Shingles 621  "  1,-552 

Corn 14,389  bushels  7,194 

Gats 54,041      "  16,213 

Barley 11,822      «  5,911 

Dried  fruit 894      "  1,788 

Rye 10,442      "  5,221 

Coal 82,000tons  228,000 

Pigiron 944    "  23,600 

Railroad  spikes 356    "  21,360 

Pork 110  barrels  1,100 

Cider 206      "  618 


tii^ 

Kyr  Hour 

Kiniir,  "fancy"  . 

Whiskey 

Apples 

Hii:li  wines  . . . , 

KAwA 

.Nulls 

Lumber 

( )ars 

Birk 

I'iiper 

Sheep  pelts  . 

Staves 

H()(»p-|x>k's 

Tota 

Clearances  coast 
Entrances  coastv 


Port  t>f  entry, 
popuhition  in  18( 

This  is  a  most 
to  none  west  of 
toast  of  Lake  Er 
sylvjinia  and  the 

It  contains,  bej 
considerable  impi 
Harbor,  Madison 

This  district  f 
agricultural  distri 
land  is  soft  an  J  re 
cially  adapted  to 
growth  of  all  the 

Among  its  mos 
flour;  large  quant 
together  with  por 
but  chiefly  eastw 
cheese,  large  quai 
tined  for  Cincinn; 
cities. 

A  railway  pass 
lake  shore  is  near 
a  portion  of  the  c 
way,  connecting  ( 
tbnning  a  commi 
many  branches  ol 
fiir  advanced  aire; 


.5:3(3 


8.  Doc.  112.  165 

F-r!2ii llOharrrls  ?I.7»W) 

Ifvf  Hour h\.i      "  2,430 

Ki.Mir,  "fiincy" I.a:i7      "  6,5')<i 

Whiskey l,4:m      ••  S/j^O 

.\\)\)\c» l.(M8      "  2,():j(> 

Hiirl"  wines OoS      "  3,«I4S 

A^ln's a*j;j  cnsks  15,020 

Niiils 0,0!>7  kfgs  24,:]?8 

Lumber 12,S99,7«>i*  lirt  lJS,fi07 

Oars byi,220   '♦  3^,248 

IJ;irk 202  conls  624 

I'iiper 4,.'>00  renins  ll.SoO 

Sheep  pelts 705  bundles  10,920 

Staves 1,492,72S  pieces  2!),no4 

H«M»p-Ix»les 76s,00U     "  7,6S5 

Total 2,2()7,GS2 

Clerirnnces  coastwise l,r)Gl         31 2,200  tons. 

Eiitninces  coastwise 1,501         312,200     " 

No.  11. — DisTiiicT  OP  Cuyahoga. 

Port  of  entry,  Clovcland,  Ohio  ;  liititude  41°  30',  loii,<ritude  Sl'^  40'; 
population  in  1830,  1,070;  in  1840,0,071;  in  1S50,  17,034. 

This  is  a  most  important  district,  second  in  the  value  of"  its  commerce 
to  none  west  of  Buttalo.  It  embraces  all  that  portion  of  the  .south 
coast  of  Lake  Erie  which  lies  between  the  western  fc»tate  hue  oi  Penn- 
sylvania and  the  Black  river,  a  distance  of  one  hundred  mihs. 

It  contains,  beside  Cleveland,  the  port  of  entry,  mnny  muior  ports  of 
considerable  importance,  such  as  Conneaut,  Afijitalmla,  Cunninuhum's 
Harbor,  Madison  D(K'k,  Fairjwnt,  and  Black  IMver. 

This  district  as  for  its  back  country  one  of  the  finest  and  most  varied 
ngricultural  districts  of  the  whole  lake-shore  region.  Tlie  face  of  the 
land  is  soft  auJ  rolHng,  the  soil  in  great  part  warm  find  firtile,  and  espe- 
cially julapted  to  the  cultivation  of  fruits  and  vegetables,  and  to  the 
growth  of  all  the  cereal  crops. 

Among  its  most  important  and  valufdjlc  exports  are  wheat,  corn,  and 
flour;  large  quantities  of  fruit,  l)oth  green  and  dry,  are  sent  off  luaiually, 
together  with  pork,  beef,  butter,  cheese,  and  vegetables,  in  all  directions; 
but  chiefly  eastward  by  the  lake,  with  the  exception  of  butt(:;r  and 
cheese,  large  quantities  of  which  go  southward  by  the  Ohio  cannl,  d(.'s- 
tined  for  Cincinnati,  and  thcrico  fcir  New  Orleans  and  other  scjuihern 
cities. 

A  railway  passing  through  the  cnMrc  length  of  die  district  <in  the 
lake  shore  is  nearly  completed,  which  is  destined  eventually  ttj  l»ecome 
a  portion  of  the  continuous  chain  from  Buffalo  to  Chicago.  One  rail- 
way, connecting  Clevehmd  with  Columbus  and  Cincinnati,  and  another 
forming  a  communication  with  Pittsburg,  are  already  completed;  and 
many  branches  of  importam.-e,  scarcely  second  to  the  mam  lines,  are 
far  advanced  already  in  constructi<jn. 


^ 


IMAGE  EVALUATION 
TEST  TARGET  (MT.3) 


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1.1 


11.25 


u 

■lUb 


2.0 


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\^\^  € 


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Photographic 

Sciences 
Corporation 


23  WIST  MAIN  STRUT 

WnSTIR.N.Y.  UStO 

(716)  t72-4S03 


0 

0 


^ 


is 


v^"- 


I-'' 


r.i  , 

S.  i, 

l!,v : 


$.  Doc.  llii. 

Of  cannls,  Cleveland  has  two  of  great  value,  one  connectinff  her  with 
Portsmouth,  on  the  Ohio,  and  another  uniting  the  line  at  Akron  with 
Beaver,  on  the  Ohio — virtually  a  canal  from  Cleveland  to  Piltshurg, 
inasmuch  as  loaded  canal  boats  are  continually  towed  by  small  steam- 
ers  from  the  month  of  Beaver  river  to  the  latter  city. 

With  three  different  lines  of  internal  communication  direct  to  the 
harbors  on  the  coast,  most  of  them  among  the  best  on  the  lakes,  and 
these  from  the  centre  of  the  richest  of  the  western  States,  it  will  readily 
be  perceived  that  the  district  of  Cuyahoga  must  be  the  theatre  of  com- 
mercial transactions,  which  have  no  small  influence  upon  exchanges 
of  produce  and  merchandise  in  the  great  marts  of  the  seaboard.  Con- 
neaut,  the  easternmost  port  of  the  district,  is  about  twenty  miles  west 
from  Erie,  situated  upon  a  river  of  the  same  name,  which  aflbrds  a 

*  good  harbor.  No  returns  exhibiting  the  commerce  of  this  port,  sepa- 
rately, have  been  received;  but  it  is  very  considerable,  as  Conneaut  is 
the  entrepot  for  the  landing  of  supplies  and  the  shipping  of  produce 

t  for  a  large  and  fertile  agricultural  re^on,  not  only  of  tne  adjacent  coun- 
try in  Ohio,  but  of  an  important  section  of  Pennsylvania. 

The  next  port  to  the  westward  is  Ashtabula,  similarly  situated  on  a 
small  stream  bearing  its  own  name,  forming  a  good  harbor,  with  fecili- 
ties  equal  to  the  requirements  of  the  place.  The  town  stands  back 
some  two  or  three  miles  from  the  port,  upon  a  rise  of  ground,  forming 
a  singulaily  eligible  site. 

?  The  commerce  of  this  port  for  the  year  1851  consisted  principally  of 
butter,  cheese,  wool,  leather,  beef,  pork,  ashes,  fruit,  lumber,  staves,  &c., 

*  for  exports,  amounting  to  the  value  of. $450,291 

Andof  merchandise,  agricultural  implements,  furniture,  hides, 

and  a  little  wheat  and  flour,  for  imports 504,211 


Making  the  total  declared  value  of  the  trade  of  this  port. , 


961,602 


The  tonnage  owned  at  Ashtabula  consists  of  two  brigs,  of  S80  tons 
each,  several  schooners  and  one  scow,  making  an  aggregate  of  1,741 
tons,  employing  seventy-six  men  in  their  navigation. 

Cunningham's  Harbor  is  a  port  at  present  of  small  moment,  except 
for  the  shipment  of  staves  and  lumber. 

Madison  Dock  is  a  pier  built  out  into  the  lake,  in  front  of  the  town  of 
Madison,  about  eighteen  miles  west  from  Ashtabula,  and  twelve  east 
from  Fairport,  for  the  accommodation  of  the  neighborhood  in  shipping 
staves,  lumber,  and  produce.  No  separate  estimates  of  its  commerce 
have  been  kept  for  the  past  year. 

Fairport  stands  on  the  Grand  river,  which  furnishes  one  of  the  most 
eligible  harbors  in  the  West,  and  is  quite  sufficiently  capacious  for  the 
traffic  of  any  western  port.  It  is  thirty  miles  west  from  Ashtabula, 
and  thirty  east  from  Cleveland,  and  is  merely  a  shipping  and  receiv- 
ing port — Painesville,  on  the  ridge,  three  miles  inland  from  the  lake, 
being  the  principal  mart  and  place  of  business,  as  well  as  the  county 
seat  of  Lake  county.  It  is  to  be  regretted  that  no  particular  returns 
have  been  received  from  this  place,  indicating  the  amount  of  its  com- 
merce, tonnage,  &c.,  as  it  is  a  port  of  no  little  consideration,  and  holds 


a  Doc.  112 


m 


the  key  to  a  fertile  ajg[ricultural  district,  inhabited  by  an  industrious  and 
enterprising  population.  ^ 

Black  liiver,  the  only  remaining  minor  port  of  this  district,  lies  a,bout 
twenty-eight  miles  west  of  Cleveland,  on  the  river  firom  which  it  takes 
its  name.  Its  commerce  is  of  no  great  importance  at  present.  It 
enjoys  good  harbor  facilities  for  the  shipment  of  staves  and  lumber, 
wnich  are  its  principal  exports,  and  ibr  the  receipt  of  such  supplies  as 
are  in  demand. 

The  city  of  Cleveland,  port  of  entry  of  this  district,  and  capital  of 
Cuyahoga  county,  is  situated  130  miles  NW.  from  Pittsburg;  14C  NNE. 
from  Columbus;  200  by  water  from  Buffalo;  130  from  J)etroit;  and 
369  from  Washington. 

The  history  of  the  growth  of  this  city  is  one  of  the  marvels  of  a  mar- 
vellous age  and  region. 

Its  population  in  1799  consisted  of  a  single  family.  In  1825,  it  had 
risen  to  600 ;  in  1830,  to  1,000 ;  in  1834,  to  3,400 ;  in  1840,  to  6,071;  and 
at  this  moment  there  are  26,000  souls  in  the  city  proper,  and  at  least 
7,000  more  in  Ohio  City,  across  the  harbor — virtually  o^e  city  with 
itselti  though  under  a  dinerent  corporate  government. 

It  is  at  this  day  one  of  the  most  beautiful  cities,  not  in  the  West  only, 
but  in  the  United  States ;  built,  for  the  most  part,  on  an  elevated  plain, 
above  the  Cuyahoga,  commanding  a  fine  view  of  the  lake  and  river ; 
planted  with  groves  of  forest  trees,  and  interspersed  with  fine  squares 
and  public  places. 

As  a  place  of  business  it  is  of  high  importance,  and  its  future  growth 
can  scarce  fail  to  be  commensurate  to  its  unparalleled  rise ;  nor  are  its 
inducements  as  a  residence  inferior  to  its  commercial  advantages. 

Its  harbor  is  one  of  the  best  on  Lake  Erie,  spacious  and  safe  when 
once  entered,  but,  like  all  the  lake  harbors,  liable  to  the  formation  of 
obstacles  by  the  accumulation  of  sand  at  the  mouth  of  the  river  which 
forms  it.  This  bar  can  be  kept  down  only  by  continual  dredging,  and 
hence  the  constant  demand  on  Congress  for  appropriations  to  this  end. 

The  harbor  has  depth,  for  a  considerable  distance,  suflicient  to  ac- 
commodate the  largest  vessels  which  navigate  the  lake ;  it  is  formed  by 
the  projection  of  two  piers,  one  on  each  side  of  the  river,  for  twelve 
hundred  feet  into  the  lake,  which  are  two  hundred  feet  apart,  faced  with 
substantial  masonry.  There  is  a  light-house  on  the  high  bank  on  the 
shore  of  Lake  Erie,  and  a  lower  one  near  the  end  of  one  of  the  piers 
at  the  harbor's  mouth. 

The  commerce  of  Cleveland,  apart  from  the  rest  of  the  district,  is 
not  shown  by  the  returns  received ;  and  in  such  returns  as  have  been 
sent  in — showing  the  business  of  the  district — the  valuation  of  the  very 
same  articles  is  set  at  a  rate  so  much  lower  than  in  the  other  districts, 
as  greatl}"^  to  undervalue  the  real  commerce  of  Cuyahoga,  and  to  exhibit 
it  at  the  greatest  possible  disadvantage. 

It  has  consequently  been  judged  best  to  raise  the  valuation  of  articles 
to  the  same  rate  adopted  in  the  othei  districts,  so  as  to  produce  and  ex- 
hibit a  uniformity  of  values  in  all  the  districts ;  since,  whichever  be  the 
correct  valuation,  the  higher  rate  is  favored  and  adopted  by  the  ma- 
jority ;  and  it  can  prejudice  no  one  district  or  port  of  entry  to  the 
wrongful  advancement  of  u.i0ther,  if  a  uniform  rate  be  adopted. 


-Is       i 


■-■*r^ 


M-' 


Ids  S.  Doc.  112. 

The  necessary  alterations  being,  therefore,  made  in  the  figures,  the 
comnierce  of  Cuyahoga  district,  as  represented  by  Cleveland!  its  port 
of  entry,  is  as  folWs: 

Imports  coastwise $22,804,159 

Exports do 12,026,497 

Total  coastwise $34,830,656 

Imports  foreign 360,634 

Exports. .do 284,937 

Total  foreign 645,671 

Total  commerce,  for  1851,  of  Cuyahoga  district 35,476,327 

Whole  number  of  vessels  from  foreign  ports — 

Entered  in  1851 322     • 

'  Entered  in  1850 292 

difference :  gain,  30. 

Cleared  in  1851 247 

Cleared  in  1850 216 

difference :  gain,  32. 

The  following  table  will  show  the  comparative  business  of  Cleveland 
in  some  leading  articles  of  its  trade  for  a  series  of  years,  as  named. 
.  All  these  are  exports : 


it 


Articles. 

1847. 

1848 

1851. 

• 

/Flour , barrels. 

i  Wheat bushels. 

/Com bushels. 

.Oats bushels. 

Pork barrels. 

,  Beef barrels . 

Butter pounds. 

Lard pounds . 

,  Coal tons. 

Ashes barrels . 

Whiskey barrels . 

Tallow pounds. 

Bacon pounds . 

Staves thousands . 

Wool pounds. 

697,553 

2,366,263 

1,400,332 

32,000 

27,289 

8,246 

917,090 

480,160 

8,242 

2,052 

12,067 

140,000 

810,900 

1,378 

576,933 

472,999 

1,267,620 

690,162 

254,707 

28,338 

10,321 

1,927,300 

1,140,500 

11,461 

440 

28,450 

656,040 

2,141,913 

906,653 

68,464 

13,580 

26,944 

1,650,900 

1,730,700 

81,500 

1,830 

38,774 

198,000 

1,164,600 

789 

3,939.100 

773 

To  this  table  may  be  added  an  export  for  the  year  1851,  unluiown 
to  former  years,  of  live  hogs,  80,000. 


&  Doc.  11%. 


!•• 


It  will  be  remembered  that  1847  was  the  memorable  yenr  of  unpre- 
f^ented  demand  for  produce,  arising  out  of  the  famine  in  kuropc,  Arvhich 
caused  the  exportation  of  nearly  all  the  produce  held  in  the  country,  so 
that  any  difference  and  opparent  diminution  on  the  subsequent  years 
must  be  ascribed  to  no  falling  off*  for  1848  and  1851,  but  to  the  excess 
of  demand  for  1847. 

The  valuation  of  the  commerce  of  Cleveland  for  the  three  years 
gbove  named,  is  thus  stated : 


*    1847. 

1948. 

1851. 

TmnortS. ............... 

$4,518,997 
9,728,399 

$7,003,388 
6,713,244 

$22,804,159 
12,026,497 

Fvnorls .........-.----. 

Total 

14,247,369 

13,716,632 

34,830,656 

Whole  number  of  entrances  coastwise — 

For  1851 1,981 

For  1850 1,381 


4 


Increase 600 


Whole  number  of  clearances  coastwise — 

For  1851 1,963 

For  1850 1,378 

Increase 581 


'v  .  >  .■>     '.  '■ 


-'■^Kk 


Total  foreign  tradt 

For  1851 $645,671 

For  1850 ........549,549 


'■  ^Jrt 


Increase 96,122 


It  should  be  remarked,  however,  that  this  increase  is  more  than 
overbalanced  by  the  quantity  of  railroad  iron  imported  from  England 
by  the  St.  Lawience  via  Canada.  So  that,  in  fact,  as  regards  direct 
trade  with  Canada,  in  lieu  of  an  increase,  there  is  actually  a  considera- 
ble decrease,  nrtore  especially  in  the  exports  of  domestic  produce. 

Below  will  be  found  full  details  of  the  trade  of  this  district,  by  the 
returns  so  far  as  received. 

The  licensed  and  enrolled  tonnage  of  this  district  for  1851  was 
36,070  tons— 11,355  steam,  and  24,615  sail. 


*  J 


i  ' 


y  ?l 


^fMi 

ii^i 

IP; 

1  ' 

170  S.  Doc.  112. 

CanudioM  trade  t»  1S51. 

Imports. — In  American  vessels $220,538  $63,44  J 

In  British  vessels 140,096  42,1541 

360,634  ^9^1 

Exports  domestic  produce  and  manufacture — 

In  American  vessels *. $151,75^1 

In  British  vessels 133,179| 

284,9371 

Total  imports  and  exports— 

In  American  vessels $373,2961 

In  British  vessels 273,275| 

,.  .  ,  ,.    ;  .v;,:  645^1 

Abstract  of  duties  received  from  imports  or  merchandise  in  American  am 

foreign  vessels  during  1850. 

1850. — Amount  of  duties  received  from  imports  in  Amer- 
ican vessels $25,960  241 

Amount  of  duties  received  from  imports  in  foreign 
vessels 41,554  01 1 

Total  amount  received  in  1860 07,514  23 1 


S.  Doe.  Hi. 


171 


Stoletneftf  of  the  fbreign  trade  qT  <*«  dis/riet  of  Cwjahoga,  $homng  the 
numher  of'  vessels,  tonnage,  and  number  of  crew,  engaged  during  the  years 
1860-'51. 


^       ^ 


42,164 
_94^ 

^151,758 
133,179 

_284j937 

1^372,296 
273,273 

645,571 

"ican  and 

),960  24 

Yetn. 

Number  of 
Tesseln. 

Tonnage. 

Crew. 

1860. 

American  vessels  entered 

foreign  vessels  entered 

American  vessels  cleared 

Foreign  vessels  cleared 

1851. 

American  vessels  entered 

Foreign  vessels  entered 

American  vessels  cleared 

Foreign  vessels  cleaied 

192 
100 

26,484.76 
11,832.00 

1,160 
687 

292 

37,316.76 

1,737 

126 

90 

14,881.26 
10,327.00 

719 
641 

215 

26,208.26 

1,260 

220 
102 

28,812.67 
11,770.00 

1,431 
707 

1,554  01 
',514  23 

322 

40,682.67 

2,138 

163 
94 

17,760.69 
10,646.00 

942 
639 

247 

28,305.69 

1,681 

Entrances  and  clearances  in  1860-'61. — Coasting  trade. 

1850. — Number  of  vessels  entered 1,381 

Do  do       cleared 1,378, 

1851. — ^Number  of  vessels  entered 1,981 

Do  do       cleared 1,963 


i     &^ 


I 


i  % 


172 


8.  Doc  112. 


An  exhU^  of  the  eoatting  trade  of  the  diatrict  of  Cuyahoga^  Ohio,  durig 

the  year  1961, 


EXPORTS. 


Bpceieaofo 


Specie!  of  merohaudiie. 


U 


m^ 


ill' 


Wheat bushels, 

Corn do . . . 

Oats do. . , 

Flour barrels 

Pork -• .do. . , 

Beef tierces 

Beef. barrels 

Lard do.., 

Lard kegs.. 

Butter do . . . 

Butter barrels. 

High  wines do. . . 

Whiskey do. . . 

Green  apples do. . . 

Dried  apples do. . , 

Tallow do . . . 

Salt .» do... 

Fish... : do... 

Lard  oil do. . . 

Eggs do... 

Paint do. . . 

Seed do. . . 

Ashes casks . 

Wool bales . 

Glass boxes. 

Glass  wai'e do. . . 

Do casks. 

Cheese boxes. 

Starch do... 

White  lead , kegs. . 

Nails do. . . 

Powder do . . . 

Candles. . , boxes . 

Axes do... 

Bacon do... 

Tobacco do. . . 

Do hhd.. 

Broom-corn bales . 

Bar-iron tons . . 

Pi^  iron do. . . 

Grindstones do^ . . 


Quantities 


Bags. 


.do. 


3,141,913 

906,653 

68,464 

656,040 

13,580 

15,011 

4,428 

4,314 

8,731 

13,575 

967 

24,805 

13,969 

2,926 

2,763 

660 

7,131 

1,455 

1,263 

5,686 

8,280 

944 

1,830 

26,261 

22,930 

8,775 

451 

40,069 

3,397 

1,176 

27,824 

518 

2,350 

125 

149 

1,000 

803 

650 

2,681 

1,515 

2,674 

1,950 


Value.    _. 

Ijffined  copper 

Ukake , 

Sl,499,339  idBaco"  -  * 

362.661  2M0^^^ 
17,800  eH**'^"^* 

2,132,130  oHft"^®'  • 

190.120  0»««*®''   .  r       *    J 

165.121  o8ft"^«'  *"**  furnitun 

26,668  O^""*^""^*^ 

69,024  oWe^^^f^  ; 

69,848  oJB6K«'>  "^"®^ 

122,176  OflB*««P-I?*'f'^ 

l7A%i)M've^rick 

210,842  5flPVrapp«ng  paper 

111.662  0()B''V^'*°p?- • 

4,062  OoK^      hogs..., 

22,104  OflBHo"^^ 

9,900  OoBC«"^® 

7,131  OoPJifP 

10,185  OoB?'"^''®"^ 

37,890  OOR*^^^^®^ ' 

34,116  OoB5*°"P 

74,520  ooH'^S'--:. 

7,562  ooPMercnandise 

45,750  OoL  m      1      1 

1,969,575  OoF  ^"^^^  ''''^" 

45,860 
26,235 
13,530  Ool 
120,207  00 1 
10,191 

2,352  ool  Species  of  i 

97,384 

1,813  ool 
14,100  OOBSalt. 

1,500  OolWater-lime 

2,236  OOBLake  fish , 

12,000  00  ■Lumber 

28,106  OolShingle-wood  .. 

7,800  OolShingles 

160,800  OolRailroad  iron. . . 
45,450  OolRailroad  spikes 
13,370  OOlStoves 

6,877  oof 


111..:  '^ 


S.  Doe.  112. 

£rpor(»— Continued. 


m 


BpeeiM  of  merohandlM. 


tons.. 

Ijefined  copper do. . . 

Oikake do. . . 

aeon casks . 

[umber M  feet. 

ialnut do. . 

aves M  feet. . 

jeather rolls. 

Koves  and  furniture , 

Stoneware gallons, 

Feathers sacks . 

Sreen  hides pieces, 

heep-pelts ^ boles, 

Cire  brick M. . 

liVrapping  paper reams. 

Live  nogs No. . 

Pressed  hogs No. , 

Horsed No. . 

Cattle No. . 

heep No. . 

Chickens No. . 

fattresses No. . 

Imp bales. 

furs do 

Merchandise tons. . 


Total  value. 


QUMtltiM. 


81,500 

101 

160 

1,294 

1,116 

105 

789 

2,613 

644 

165,148 

920 

4,447 

886 

150 

7,616 

80,000 

6,604 

630 

2,889 

6,220 

5,300 

109 

367 


3,681. 


>;• 


Value. 


$224,125 

38,380 

1,920 

64,700 

10,044 

2,310 

14,202 

78,390 

3,864 

12,411 

32,200 

.  13,341 

22,150 

3,300 

26,656 

400,000 

69,342 

50,400 

86,670 

12,440 

530 

2,635 

5,336 

80,000 

2,944,800 


IMPORTS. 


Species  of  merchandise. 


ISalt barrels 

jWater-lime do. . 

■Lake  fish do. . 

iLumber M  feet 

IShingle-wood cords 

jShingles M. 

IRailroad  iron tons 

iRaikoad  spikes kegs 

IStoves No . 


Quantities. 


Value. 


00 
00 
00 
00 
00 
00 
00 

00  : 

00  ' 

00 

00 

00 

00 

00 

00 

00 

00 

00/ 

00 

00 

00 

00 

00 

00. 

00): 


12,026,497  00 


90,607 

$90,607  00 

8,383 

10,478  75 

22,294 

144,911  00 

12,263 

122,630  00 

929 

8,361  00 

3,988 

8,975  50 

7,383 

366,650  00 

4,666 

27,866  00 

540 

3,210  00 

r 


r 

;  If 


m 


'V   H 


174 


I'  '1 


I  ff  ■> 

( 


,  h 


S.  Doc  112. 

Jm/ioit*— Continued. 


8p«ciei  ofmerehaiidiw. 


Pig  iron tons. 

Bar  iron do. . 

Cnstings do.. 

Crude  plaster do. . 

Bloom  iron do. . 

Lehigh  coal do. . 

Copper  ore do. . 

Marole do. . 

Molasses barrels 

Sugar do. . 

Do hhds. 

Powder kegs 

Ndils do. . 

White  lead do. . 

Leather sides 

Do rolls 

Dairy  salt sacks 

Coarse  salt barrels. 

Shoes boxes. 

Hops bales. 

Green  apples barrels. 

Cranberries do. . . 

Siscawitoil do... 

Potatoes bushels- 
Oysters  barrels. 

Do boxes. 

Patent  pails dozen. 

Burr-b  ocks pieces. 

Locomotives No. . 

Limestone cords. 

Fire-wood do. . . 

Laths M. . 

Merchandise,  sundries tons. 


Total  value. 


Quutidm. 


706 
498 
161 

1,412 
212 
514 
815 

1,213 
884 

5,082 
775 

9,535 

2,980 

7,050 

4,550 

1,120 
50,947 

1,663 
394 
159 

8,277 

545 

100 

11,000 

607 

2,066 
358 

1,148 

22 

784 

424 

1,991 
25,083 


Value. 


$19,7('«<  00 

20,990  00 

9,660  00 

4,236  00 

10,600  00 

6,168  00 

286,250  00 

42,456  00 

14,144  00 

86,394  00 

50,376  00 

28,636  00 

10,430  00 

13,264  00 

13,660  00 

33,600  00 

5,194  70 

2,078  75 

19,700  00 

12,720  00 

16,664  00 

8,270  00 

,    .       3,000  00 

'    5,500  00 

3,642  00 

37,188  00 

718  00 

1,436  00 

176,000  00 

4,704  GO 

848  00 

2,986  60 

20,066,400  00 


22,804,169  00 


|lnl847,  the  valua 

Huron,  the  ne: 

I  Huron  river,  abou 

bor,  with  this  exc€ 

on  the  bar  at  its  ni 

1  to  it  easy. 

A  ship-canal  ha 

I  tonce  of  eight  mi. 

point    A  railway 

Sandusky  and  Ms 

commerce  of  Hur 


In  1847,  the  valui 

Milan  is  not,  to 
its  business  is  net 


•la«. 


9,7CS  00 
0,990  00 
9,060  00 
4,236  00 
0,600  00 
6,168  00 
5,250  00 
2,456  00 
4,144  00 
6,394  00 
0,375  00 
8,635  00 
0,430  00 
3,254  00 
3,650  00 
J,600  00 
>,194  70 
?,078  75 
),700  00 
J,720  00 
5,554  00 
J,270  00 
{,000  00 
»,500  00 
t,642  00 
,188  00 
718  00 
,435  00 
,000  00 
,704  00 
848  00 
,986  50 
,400  00 


a  Doe.  lift.  ,  17^ 

No.  12.— DisTBicT  OF  Sabtdusky,  C  ..10. 

Port  of  entry,  Sandusky  city;  latitude  41°  22',  longitude  82o  42'; 

pulution  in  1860,  6,087. 

Xhe  district  of  Sandusky  extends  from  Blnek  river  westward,  in- 
cluding the  ports  of  Vermillion,  Huron,  Milan,  Sandusky,  >'enice,  Fre- 
j^t.  Portage  Plaster  Bed,  and  Port  Clinton,  being  a  distance  of  fifty 
jiiles  lake  coast,  and  some  fifty  more  of  bay  and  river.  In  natund  ucl- 
rantages  for  commercinl  progress,  probably  this  district  is  surpassed 
l,y  no  other  on  Lake  Erie  west  of  Buflfalo  Creek.  Within  its  borders 
are  several  navigable  rivers  and  one  of  the  finest  bays  in  the  west,  ca- 
pable of  fiirnishmg  onchoragc  to  any  number  of  vessels,  at  which  they 
0.y  safely  ride  during  the  most  severe  gules,  ond  to  which  they  gain 
access  during  the  prevalence  of  almost  any  wind.  The  whole  of  the  back 
country  on  which  it  rests  is  fertile  and  rich  in  agricultural  resources, 
and  sends  forth  annually  large  quantities  of  surplus  produce  over  the 
different  railways  and  canals  by  which  it  is  penetratecT. 

Vermillion,  the  easternmost  of  all  the  ports  in  this  district,  is  situated 
on  the  lake  shore  at  the  mouth  of  the  Vermillion  river,  about  ten  miles 
distant  from  Black  river,  and  as  many  more  from  Huron.  It  has  no  re- 
markable features  which  require  particular  notice,  but  is  simply  a  place 
lor  exchange  of  produce  against  merchandise,  ibr  its  shipments  to  other 
Qirkets.     This  statement  exhibits  the  commerce  of  the  port  as  follows : 

Imports $116,296 

Exports 196,7 12 

Total 313,007 

In  1847,  the  valuation  was. $377,000 

Huron,  the  next  port  in  course  to  the  westward,  is  situated  on 
Huron  river,  about  ten  miles  east  from  Sandusky,  and  has  a  good  har- 
bor, with  this  exception — that  in  some  seasons  there  are  accumulations 
an  the  bar  at  its  mouth,  which  require  removal  in  order  to  make  access 
to  it  easy. 

A  ship-canal  has  been  constracted  from  this  point  to  Milan,  a  dis- 
tance of  eight  miles,  by  which  vessels  ascend,  and  load  at  the  latter 
point,  A  railway  was  projected  from  this  point  to  intersect  with  the 
Sandusky  and  Mansfield  railroad ;  but  it  is  not  yet  in  progress.  The 
commerce  of  Huron  is  valued  as  follows : 

Exports $581,676 

Imports 877,155 

Total 1,458,831 

In  1847,  the  valuation  amounted  to  nearly $3,000,000 

Milan  is  not,  to  speak  with  exactitude,  a  lake  port;  but  an  account  of 
its  business  is  necessary  to  a  full  computation  of  the  lake  trade,  as  no 


vr 


f 
I  fl 


m^  i 


n-turns  of  ita  husinedi  iiro  suppo«ed  to  be  token  by  the  collector  nt 
Huron,  throuffh  which  port  nil  ve««el8  pi«H  in  going  up  und  retuniin;; 
hwm  Milan.  Thi«  commerce,  according  to  the  cunul-collector,  nmountt-il 
lost  year  tf>— 

Exports 843.5,81(; 

Imports 61)0,1S5 

Total J'iiMm 

As  no  separate  accounts  of  this  trade  appear  to  have  been  kept  in 
1847,  it  is  probable  that  they  were  included  with  those  of  Huron. 

Sandusky,  the  port  of  entry,  lies  on  the  south  shore  of  a  most  beau. ! 
liful  bay  of  the  same  name,  al)out  five  miles  from  its  mouth,  and  con- 
tains  about  8,000  inhabitants.  This  bay  is  about  twenty  miles  in  length 
and  five  in  width,  forming  a  shelter  large  enough  to  give  anchorage  to 
the  whole  lake  marine,  with  an  average  depth  of  twelve  feet  water. 
The  bar  at  the  mouth  of  the  bay  is  sometimes  enlarged,  or  its  shape 
changed,  by  the  spring-currents.  A  straight  channel  has,  however, 
been  dredged  through  it,  at  the  expense  of  the  city,  in  which  there  is 
about  eleven  feet  of  water. 

Sandusky  city  is  the  capital  ot  Erie  county,  Ohio,  and  lies  60  miles 
west  from  Cleveland,  110  miles  north  from  Columbus,  414  from 
Washington — directly  facing  the  outlet  of  the  bay  into  Lake  Erie,  at 
three  mues  distance,  of  which  it  commands  a  fine  view.  The  city  is 
situated  on  on  inexhaustible  quarry  of  fine  building-stone,  uf  which 
many  of  the  best  buildings  are  erected. 

The  Bad  river  and  Lake  Erie  railroad  connects  this  city  with  Cin- 
cinnati  and  the  Ohio,  the  passage  fi-om  city  to  city  o»;:cupying  about  ten 
hours.  This  road  runs  through  one  of  the  most  beautiiul  und  opulent 
agricultural  regions  in  all  the  West,  literally  overflowing  with  the  cereal 
pi'oduce  of  a  young  and  productive  soil.  The  Sandusky,  Mansfield  and 
Newark  railway  connects  it  with  Newark,  passing  likewise  through  a 
rich  portion  of  the  State,  and  crossing  the  Cleveland  and  Columbus 
road,  by  means  of  which  it  has  communication  with  both  those  cities. 
The  advantageous  relations  of  this  city  in  regard  to  the  central  por- 
tions of  the  State,  together  with  its  superior  harbor  facilities  give  it 
an  active  commercial  aspect. 

The  deputy  collector  has  furnished  returns  showing  the  imports 
coastwise  to  amount — 

In  1851,  to 1  ..1^  i:  . : ... ... . .  .i. . .     $15,985,357 

Exports  same  year,  to 6,459,0.59 

Total  trade  coastwise 22,445,016 


Canadian  imports,  1851 , 
Canadian  exports^  1851. 


272,844 
99,0SS 


Total  commerce  in  1851 22,816,948 


a  Doc.  112. 


ITT 


7oulinl651 129,816,069 

Towl  in  1660 19,111,034 


Increase _10,706,948 

flomber  of  arrivals  in  1861 1,998 

j^umber  ol"  departures  in  1851 1,990 

3,988 


The  total  quantity  of  wheat  shipped  from  Sandusky  to  Canadian 
ports  amounted-^ 

InlSSl,  to 191,672  bushel^* 

Coastwise 1,800,000       "      , 

Also  147,961  barrels  flour,  reduced  to  bushels 739,736       ** 


Making  a  total  equal  to 9,661,407 


it 


The  following  comparative  table  will  show  the  total  exports  from 
Sandusky  for  the  following  consecutive  years :  » 

-'t^ 


Article!,  &e. 


Wheat bushels . 

Flour barrels . 

Com bushels. 

Oats ,. " 

Pork barrels . 

Hams. pounds. 

Butter 

Cheese 

Lard 

Tallow 

Ashes casks. 

Whiskey barrels . 

High  wines " 

Wool pounds . 

Tobacco " 

Furs " 

Hogs number. 

Salteratus pounds. 

Arrivals 

Clearances 

Duties  collected value . 


1849. 


899,910 

66,686 

98,486 

9,881 

15,781 

10,800 

610,951 

3,660 

695,881 

274,712 

1,908 

3,553 

2,491 

1,435,360 

183,259 

42,800 

11,707 

11,000 

1,168 

11,136 

$11,052 


1850. 


1,552,699 

78,902 

288,742 

18,634 

8,073 

287,187 

754,588 

545,685 

860,798 

176,379 

1,568 

2,778 

5,278 

1,669,677 

316,000 

61,126 

34,751 

30,000 

1,610 

1,546 

$20,806 


I8&1. 


1,999,069 

147,961 

719,191 

84,198 

5,564 

175,900 

382,340 

8,100 

229,712 

116,337 

9,089 

3,978 

11,916 

1,690,557 

649,046 

109,126 

105,026 

20,166 

1,998 

1,990 

$33,834 


Fremont,  formerly  called  Lower  Sandusky,  is  situated  On  Sandusky 
river,  about  thirty  miles  from  Sandusky  city,  and  is  accessible  to  ves- 
13 


.1   *l 


\t-  ■  ■ 


f|t8  S.  Doc.  112.  - 

kels  of  light  draught.  Its  commerce  is  gradualljr  on  the  increase,  as 
will  be  seen  by  the  accompanying  statements  furnished  by  the  deputy 
eoUectm' : 

Imports t^359,4l9 

Exports 314,630 

Total  for  1851 673,949 

Total  for  1850 217,843 

Increase 456,106 

Venice,  at  the  mouth  of  Cold  creek,  on  Sandusky  bay,  three  miles 
above  the  city,  is  the  place  of  shipment  for  the  products  of  two  large 
flouring  mills ;  the  shipments  in  1851  were  34,771  barrels,  valued  at 
$121,698. 

Another  shipping  point  on  the  opposite  side  of  the  bay  is  at  the 
plaster  quarry,  known  as  the  Portage  Plaster  Bed,  and  its  business 
consists  for  the  most  part  of  shipments  of  plaster,  both  ground  and 
crude.    In  1851  there  \/ere  shipped  of  the  ground  article  from  this  port 

4,061  barrels,  valued  at $5,26d 

Crude,  4,414  tons,  valued  at 13,242 

Total ..:::^^::..'..:..-^:'.. ..:...- is^ 

Port  Clinton,  the  only  port  in  this  district  not  already  noticed,  is  sit- 
uated on  the  lake  about  ten  miles  west  from  Sandusky,  and  b  ving  but 
a  narrow  peninsula  of  land  back  of  it,  is  not  a  place  of  extens  re  trade. 
The  statement  of  the  deputy  collector  fixes  the  value  of 

imports  for  1861  at 59,049 

Exports  for  the  same  year '7,235 

Total _    6,284 

Besides  the  above-mentioned  regular  ports,  there  are  ni  lercus 
islands  included  within  the  limits  of  this  district,  among  w)  :h  are 
Kelly's,  Cunningham's,  Put-in  Bay,  and  others,  some  of  them  a*...  'ing 
the  best  shelter  to  disabled  vessels,  in  severe  gales,  to  be  found  any- 
where on  the  lakes.  It  was  in  the  immediate  vicinity  of  this  group, 
and  in  fact  in  the  midst  of  it,  that  Perry's  engagement  was  fought,  and 
the  killed  found  a  burying  place  on  the  island  last  named. 

The  commerce  of  these  islands  is  not  large.  Wood,  fish,  with  some 
vegetable  food,  are  exported  and  supplied  to  vessels,  and  supplies  for 
the  inhabitants  are  imported ;  but  no  definite  returns  on  which  to  esti- 
mate the  value  of  their  trade  have  been  received. 

The  following  cables  will  exhibit  the  trade  of  the  district  in  detail, 
by  which  it  wifl  be  seen  that  the  total  commerce  was — 

In  1861 $22,51 1 ,570  j 

In  1860 14,907,788 

"7  Increase 7,603,782 


Yean. 


1(61 

1850 

loerease. 


The  following 
export  from  the 
and  1851: 


Articles. 


Wheat bbl8. 

Com bush. 

Fiour bbls. 

Oatfl bush. 

Vnk. bbls. 

i3«ef, do.. 

Aahes do.. 

\VhMkey  — do.. 

Lumber ft. 

, No. 


l,f 


There  are  enrol 
and  4,785  tons 
For  1847,  total. 


Abstract  of  value  < 
i 

1849.— In  Am 
In  Bril 


Tc 


1S50.— In  Ami 
In  Brit 


8i  Doc.  112. 


179 


Yean. 

Entranoef. 

Tons. 

Men. 

Cleanneei. 

Tom. 

Ifen. 

luftl      

2,843 
2,647 

540, 171 
472,620 

19,565 
18,459 

2,640 
2,590 

637,979 
464,807 

19,433 

IjKII • 

16,095 

TiiJir^AlA.  ..••••  ... 

196 

67,551 

1,106 

250 

73,172 

1,338 

The  following  table  will  exhibit  a  few  of  the  principal  articles  of 
export  from  the  important  ports  in  the  district  during  the  years  1847 
ana  1861: 


Sandusky. 

Huron. 

Milan. 

Yemiillion. 

Articles. 

1847. 

1851. 

1847. 

1851. 

1847. 

1851. 

1847. 

1851. 

Wheat bbls. 

Com bush. 

Fiour bbls. 

0»t« bush. 

P«rk bbls. 

3eef, do.. 

Atbes do.. 

Whiskey  ....do.. 

Lumber ft. 

Staves No. 

1,818,754 

162,365 

113,066 

150,000 

10,150 

610 

1,817 

2,815 

"67,859 

1,800,397 

712,121 

147,951 

84,198 

5,664 

1,084 

2,082 

3,978 

266,000 

1,079,099 

1,588,866 

11,114 

7,082 

100,000 

22,789 

2,644 

2,653 

1,255 

100,000 

1813,058 

344,784 

266,222 

1,973 

65,423 

248 

1,390 

492 

1,574 

698,574 

1,364,000 

1 

258,778 

220,364 

1,763 

56,033 

439 

297 

535 

1,402 

718,000 

1,456,500 

40,000 

1,000 

2,000 

20,000 

1,000 

500 

200 

37,362 

39,895 

6,864 

6,860 

394 

107 

101 

700,000 
700,000 

75,000 
1,133,000 

There  are  enrolled  in  the  Sandusky  district  73  tons  of  steam, 

and  4,785  tons  of  sailing  vessels ;  total 4,868 

For  1847,  total 4,322 


■#;• 


Increase. 


636 


Abstract  of  value  of  domestic  erportsfrom  the  district  of  SandmJcyy  Ohio,  to 
Canada,  during  the  following  years,  viz: 

1849. — In  American  vessels $124  00 

In  British  vessels 2,950  00 


Total 3,074  00 


i  ♦ 


1850.— In  American  vessels $39,436  00 

In  British  vessels 43,236  00 


Total 82,671  00 


U 


180 


fc*V«'' 


S.  Doc.  112. 

Canadian  trade  in  1851. 


l)*tin  collected. 

Imports — In  American  vessels $56,859     $3,244 

In  British  vessels 18,769     3,616 


Total. 


•75,628     6,759 


[*  In  this  is  included  2,286  tons  of  railroad  iron  imported  via  Que- 
bec; duty  paid  on  758  tons,  $5,076;  balance,  1,528  tons,  in  bond. 
There  was  imported  into  the  district  of  Sackett's  Harbor,  in  British 
vessels,  not  included  in  the  returns,  2,045  tons  6  cwt.  1  qr.  19  lbs.  rail- 
road  iron;  value  $49,476  31;  duty  $14,842  90.] 

Exports — In  American  vessels $33,239 

J.  In  British  vessels 65,849 

"^  99,088 


191,673  bushels  of  wheat  included  in  the  above;  the  whole  amount 
principally  provisions. 

Total  imports  and  exports — ^In  American  vessels $90,098 

In  British  vessels 84,618 


Total 174,716 


■  n- 


tt 


,  Tonnage.      ... 

Inward. 
American  vessels 4  steam  1,494  . 

53  sail. .  4,760  . 
British  vessels 2  steam    280  . 

15  sail. .     746 


Tola 


74 


.  '**,• 


Outward. 
10  sail..  1,396 
3  steam     336 
9  sail..  1,300 


22 


■r':^ua 


.  --  ■    '  ,1  J. 


'If- 


".  ,.?v.:jv 


S.  Doc  112. 


181 


Ja^^t  coaitwUe  into  the  diitrict  of  Sanduaky^  Ohio,  during  the  year  ending 

on  the  QUt  December,  1851. 


Speeiet  of  import. 


Merchandise 

Express  packages 

Railroad  iron 

Spikes 

Machinery 

Stoves  and  castings 

pig  iron , 

Iron,  assorted 

Sheet  iron 

Nails — 

Tin  plate - 

Threshing  machines 

Steam-engines  and  boilers. 

Scrap  iron 

Locomotives 

Coal 

Salt. 

Dairy  salt 

Fish 

Beer... 

Water-lime 

Cranberries 

Lumber 

Shingles « 

Shingle-w6od 

Fire-wood 

Cheese  

Wagons 

Stone  ware 

Cedar  posts 

Ground  plaster 

Furniture 

Whiskey 

Ploughs 

Apples,  green 

"       dried 

Butter 

Pianofortes 

Grindstones 

Coaches  and  carriages 

Laths 

Sand 

Timber 

Hoop-poles 


21,011 
900 
17,486 
480 
362J 
1,241 
192 
449 
73 
716 
81 
2 
3 
40 
12 
2,746 
62,738 
4,224 
7,538 
2,058 
1,502 
1,099 
6,809 
11,075 
440 
4,587 
383,889 
10 
6,140 
913 
2,690 
74,900 
603 
314 
11,284 
90 
279 
362 
75 
85 
3,976 
70,000 
220,000 
9,000 


(( 

n 
(( 
« 


bundles, 
kegs.  .. 
boxes  . . 


tons. 


tons 

barrels 
bags.  . 

barrels. 

(( 

(t 
(t 

M  feet. 
M 

cords.. 

boxes . , 


gallons . 


barrels, 
pounds . 
barrels. 


barrels..  . 


kegs. 


tons. 


M  pieces, 
bushels. . 
feet 


Yaloe. 


$10,606,600 
3,900,000 
699,440 
38,400 
28,260 
198,660 
7,680 
44,900 
282 
2,606 
889 
700 
3,800 
400 
96,000 
11,100 
65,902 
520 
62,766 
12,348 
2,256 
6,594 
68,090 
27,687 
6,328 
10,320 
23,033 
800 
614 
114 
4,040 
7,490 
4,824 
2,512 
22,568 
317 
2,790 
72,400 
1,350 
17,000 
7,952 
1,400 
17,600 
90 


i^ 


11 
M 


isst 


S.  Doc.  112. 

Importa  coastmte — Continued. 


SpeeiM  of  import. 


Marble 

Barley 

Lard 

Powder 

Malt 

Tea 

oa 

Empty  barrels 

Potatoes 

Shingle  machine 

Brick 

Miscellaneous  goods 
Sundries 


44    tons 

256  bushels. 

359  kegs... 

950  "    . .  . 

206  bushels. 

196  chests.. 

60  barrels . 

560 

240  bushels. 

1    

30,000    

254    tons 

677  articles. 


Value. 


13,525 

113 

2,154 

3,600 

93 

4,800 

1,920 

280 

120 

125 

120 

1,062 

324 


15,985,357 


Exports  coastwise  from  the  district  of  Sandusky,  Ohio,  during  the  year 
ending  31st  December,  1851 — destined  mostly  for  the  eastern  market. 


Specie*  of  export. 


Wheat 

Com 

Chits 

Clover  seed 

Timothy  seed 

Flax  seed 

Hickory  nuts 

Express  packages 

Flour 

Beef. 

Pork 

Whiskey 

High  wmes 

Alcohol 

Beans 

Eggs.... 

Cranberries 

Ground  plaster... 
Crude        •' 
Sweet  potatoes... 
Ashes,  pot 


Quantity. 


2,621,224 

bushels.. 

$1,808,646 

1,282,509 

(( 

.       •     513,004 

239,936 

t< 

71,981 

203 

barrels.  . 

2,842 

740 

(( 

2,810 

1,859 

(( 

6,971 

643 

"' 

964 

250,000 

pounds . . 
barrels.  . 

600,000 

194,682 

081,386 

3,038 

(( 

21,286 

7,196 

t( 

86,352 

5,552 

(( 

36,088 

12,598 

t( 

91,326 

589 

(( 

12,958 

11 

{( 

38 

2,962 

(( 

14,810 

4 

t( 

24 

4,146 

(( 

6,219 

4,414 

tons .... 

132,420 

93 

bushels .  . , 

93 

3,214 

casks. .. 

67,494 

Value. 


S.  Doc.  11*2. 

«.«   Ejqtort*  cotutwi$e—Coniinued. 


188 


SpeoiM  of  export. 


Quantity. 


Apples,  green ..".;. 

"       dried 

Peaches,  dried 

Batter 

Lard *. 

Tallow 

Feathers 

Wool 

Beeswax 

Ginseng 

Leather  (in  rolls) 

*'      (unfinished) 

Furniture 

Merchandise 

Rags 

Cheese 

Oil-cake ^ 

Candles 

Corn-meal 

Tobacco 

Hams 

Broom-corn 

Furs 

Live  hogs 

Dressed  hogs 

Flaxseed  oil 

Black-walnut  lumber 

Staves  (pipe,  hhd.  and  butt) 

Hides 

Sheep-pelts 

Deer-skins 

Empty  casks 

Potatoes 

Salaeratus 

Bristles 

Railroad  iron 

Railroad  chairs 

Pig  iron 

Lard  oil 

Beef-tongues 

Lumber 

Ship-plank 

Shingles 

Grindstones 


190 

86,452 

16,408 

383,340 

267,337 

167,127 

36,351 

J,340,771 

3,295 

3 

51 

106,768 

188,700 

810,093 

656,101 

8,100 

247,026 

17,807 

113 

549,046 

187,100 

21,565 

128,425 

72,399 

32,827 

1,331 

425 

5,947 

2,256 

1,035 

54 

1,084 

411 

20,156 

6 

42 

197 

11 

3 

33 

2,046 

252 

530 

1,068 


barrels, 
pounds. 


barrels . 
rolls.  .. 
pounds . 


<« 


barrels, 
pounds. 


barrels. 
M  feet. 
M 


bundles . 


bushels . 

pounds . 

barrels . 

tons..  . 
(t 

i«  _    _ 

barrels. 

M  feet. 

M...  .'. 

tons.  .. 


Value 


$380 

3,458 

1,969 

3,823 

19,714 

13,370 

10,905 

795,861 

824 

100 

2,550 

21,353 

18,870 

162,019 

14,963 

486 

2,470 

1,780 

175 

64,905 

il,226 

1,078 

128,421 

434,394 

295,44S 

42,69S 

6,37£ 

148,675 

6,204 

36,225 

2,700 

813 

206 

907 

42 

1,680 

15,760 

880 

108 

495 

20,460 

3,523 

1,325 

19,224 


.'■'.if 


184 


f*. 


S.  Doc.  112. 

Exports  coa*Ari«e— Continued.    •^*^*'»*- 


\ 


SpeeiM  of  export. 


Sbip-knees 

Kailroad  ties 

'Buggy  wagons . .... 
Flagging  stones^ . . . . 

Block  stones 

Stoves  and  furniture. 

Glassware 

Medicine 

Wood 

Fish 


Hoop-poles.. 

Timber 

Ox-marrow . . . 
Neatsfootoil. . 
Miscellaneous. 


fi* 


Total  value. 


CO 

2,400 

2 

50 

1,000 

150 

5 

1 

2,877 

1,494 

139,000 

35 

5 

10 

423,327 


Mfeet. 
tons.  .. 


<« 


boxes. . 
box.... 
cords, 
barrels. 


sticks.  , 
barrels. 


«( 


pounds. 


•60 

480 

176 

3,000 

8,000 

10,500 

60 

30 

3,409 

8,736 

1,390 

175 

'       90 

360 

58,766 


6,459,669 


i; "  I 


GusTOM-HorsE,  Sandusky,  Ohio,  

January  7,  1852.  •      '    ♦• 

vM'm  No.  13. — District  op  Miami,  Ohio. 

Port  of  entry,  Toledo;  latitude  41«  38',  longitude  83°  35';  popula- 
tion in  1840, 1,222 ;  in  1850,  3,829. 

This  district  has  a  shore-line  of  fifty  miles  in  extent,  comprising  that 
portion  of  the  lake  and  river  coast  lying  between  Port  Clinton  and  the 
dividing  line  between  Michigan  and  Ohio,  and  includes  the  ports  of 
Manhattan,  Toledo,  Maumee,  and  Perrysburgh.  The  former  is  a  port 
of  but  little  importance,  furnishing  no  returns.  Maumee  city  and  Per- 
rysburgh are  both  situated  on  the  Maumee  river,  within  a  few  miles  of 
Toledo,  and  might,  perhaps,  be  considered  with  more  propriety  suburbs 
of  that  place,  than  independent  ports  of  entry.  The  commerce  of  Per- 
rysburgh is  returned  by  the  collector  as  follows : 

- ■ .-  \ 

'  Imports $264,765 

Exports 41,065 

(  "'  Total 305,810 

.         .      ^     .  ...  .  .  /i;S:  -  J 

.1  ;'  '• 


V  f    i<> 


S.  Doc.  113.  185 

Thnt  of  Maumee  city  is  ascertained  from  the  same  source  to  be — 

Imports * $1(1,207 

Exports 30,667 

■  ..^..^>A..::_  •  ■:...'—     i^.-'--       40,764 

Toledo  is,  in  one  respect,  more  advantageously  situated  for  an  ex- 
tensive lake  commerce  tnan  perhaps  any  other  western  port,  from  the 
fict  that  it  has  two  canals,  both  CMinectinc  it  with  the  Ohio,  terminating 
in  its  port :  one  the  Miami  and  Erie  canal  to  Cincinnati,  and  the  other 
the  Erie  and  Wabash  canal,  intercommunicating  with  Evansville,  Indi- 
ana, and  traversing  the  entire  Wabash  valley,  which  thereby  renders 
the  richest  portion  of  the  entire  State  of  Indiana  tributary  to  its  traffic. 
This  circumstance,  when  taken  in  connexion  with  the  fact  that  rail- 
way transportation  has  hitherto  been  unable  to  compete  on  equal  terms 
with  water  for  the  inland  carriage  of  heavy  freight,  such  as  agri- 
cultural produce,  renders  it  absolutely  certain  that,  at  no  very  distant 
date,  Toledo  must  become  the  grand  depot  for  the  lake  trade  of  the 
valleys  of  the  Miami  and  Wabash ;  and,  inasmuch  as  the  course  of 
trade  for  productions  of  that  sort  is  annually  tending  more  and  more  to 
the  northward,  this  is  almost  tantamount  to  saying  that  it  must  needs  be 
ultimately  the  great  meeting-place  and  mart  for  the  immense  products 
of  all  northwestern  Ohio  and  of  all  northeastern  Indiana,  these  valleys 
being  beyond  all  doubt  the  very  richest  and  most  fertile  portions  of  the 
respective  States,  which  cannot  be  sui'passed,  if  equalled,  by  any  in  the 
Union  for  their  agricultural  wealth. 

Toledo  is  well  situated  on  the  west  side  of  the  Maumee  river,  at  a 
short  distance  from  the  head  of  Maumee  bay,  in  Lucas  county,  Ohio, 
134  miles  NNW.  from  Columbus  and  464  from  Washington.  Its 
present  population  is  estimated  at  about  6,000  individuals,  and  is  con- 
stantly on  the  increase. 

One  line  of  railroad  is  already  completed,  connecting  Toledo  with 
Chicago,  known  as  the  Southern  Michigan ;  and  another — the  lake  shore 
road,  which  will  form  an  intercommunication  with  Buffalo,  Cleveland, 
Sandusky,  and  the  other  eastern  marts  and  harbors  on  the  lake — is  in 
rapid  progress ;  and  will,  it  may  be  confidently  expected,  be  finished 
within  a  twelve-month,  or  a  little  over,  which  will  of  course  add  a  new 
stimulus  to  the  business  of  Toledo.  A  third  road  is  also  projected  through 
the  Miami  valley,  in  the  direction  of  Cincinnati. 

These  advantages,  together  with  the  possession  of  an  excellent  har- 
bor and  good  arrangements  for  freighting  on  the  lakes,  have  already  so 
far  developed  the  commerce  of  this  port,  as  to  give  the  most  gratifying 
assurances  in  regard  to  its  fiiture  progress  and  prosperity. 

The  commerce  of  Toledo,  so  far  as  can  be  ascertained  from  the  scanty 
returns  which  have  been  sent  in  by  the  collector,  are  as  follows  for  the 
years  1851  and  1847  ;  no  comparative  statement  concerning  other  years 
being  attainable,  from  the  absence  of  reports: 

Imports  coastwise  for  1851 $22,987,772 

Exports  coastwise  for  1851 7,847,808 

Total  coastwise  for  1851 30,835,680 


^  i... 


186 


aOoc  112. 


Imports,  foreign,  for  1861. 
Exports,  foreign,  for  1851 


$33,007 
66,304 


Total  commerce,  1851 30,934,S9  J 


*^'^Ji&:z! 


Total 


Entrances 1,603 

Clearances 1,609 


Total. 


.tons  418,8921  T«^^  1"*^*"^ 
.    "    419  942|li>  American  vesse 

!-!CzK  British  vessels. 


3,218 838,834 


Total 


The  total  commerce  of  the  district,  including  all  the  ports,  for  1861 

VTtyR ^^ 

Imports 123,301,741  ■American,  sail.  -  • 

Exports 7,986,724  ■Britifih,  sail. . .     - 

nBritishj  steam. 
Total 31,286,465  r 


I        ! 


The  same  for  the  year  1847  amowited  only  to^ 

Imports t4,033,985L 

Exports 4,034,S'24  ■  American,  sad. 

I  British,  steam. 


•r«,-*:-: 


8,068,809 1  British,  sail 


Commerce  of  1851 $31,285,463 

Commerce  of  1847 8,068,8(»9 

;■-.  :W! ■•;■-■■.:■■  :;uv-;^i  >|  ^c  — 

Increase  on  four  years 23,216,656 


The  total  enrolled  and  licensed  tonnage  fur  1851,  is  3,2S6  tons. 

Entrances  for  1851  in  the  whole  district 1,710 .tons  437,996 

Clearances        do  do 1,714 "    438,449 


Totals ....3,424. 


876,443 


^     ,,  CANADIAN  TRADE  IN  1851. 

Imports. 

Tn  American  vessels. ........ $8,441 

In  British  vessels 18,028 

Totals 26,469 , 


.^!-l_i- 


.'■■'  i 


.duty  $2,129 
do      5,390 


7,519 


•99,311 

|l?34,89l 


a  Doc  119.  JMl 

ExpoTtit 

|ln  American  vessels 12,940 

|]o  British  vessels 63,364 

Total  exports 66,304 

Total  imports  and  exports— 

|ln  American  vessels $11,381 

|Id  British  vessels 81,398 

Total  Canadian  trade 93,773 

Tonnage  inward, 

lAmerican,  sail 12 1,742  towf^' 

Briti8h,8ail 7 934    «' 

I  British,  steam 2 404    "    ' 

2,080 

Tonnage  outioard, 

I  American,  sail 1 150  tons 

British,  steam 2 404    " 

|Briti8h,saU 7 934   " 

■_;■''  ■■:■■:  '■     ■     ■  Mss 


■t 


?■■; 


i 


;-   ■\-im^:-M^i  .-.X  _ 


y5..v    ,.' 


..  I  i 


:'--.'%    ;;'£ 


fie 


S.  Doc.  112. 


."i*. 


I  ^ 


Ml  ■<:■ 


f'iv 

I!! 


I!>'>    ' 


h 


m\ 


Statement  thomng  the  principtd  artidet^  their  quantity  and  value^  imporid 
coaatwite  into  the  port  of  Toledo  during  the  year  ending  December  31,  l^i\ 


ArtiolM. 


K  - 1  -r^ 


Assorted  merchandise. . .  .* tons 

Iron,  bar  and  bundle do. 

Iron,  railroad do. 

Iron,  pig do. 

Steel pounds 

Nails kegs 

Spikes do. 

Castings,  iron pounds 

Tin boxes 

Axes do. 

Stoves No. 

Stove  trimmings pounds 

Hardware tons 

Hollow  ware pieces 

Scales packages 

Machinery do. . 

Stoneware , gallons 

Glass boxes 

Cheese do. 

Cofiee bags 

Sugar barrels 

Molasses gallons 

Tobacco pounds 

Hides,  Spanish No. 

Hops bales 

Powder kegs 

Spirits barrels 

Oil do.. 

Candy boxes 

Apples,  green barrels 

Apples,  dry bushels 

Barley do. . 

Malt do. . 

Ale  and  beer barrels. 

Water-lime do. . 

Plaster do. . 

White  fish  and  trout do. . 

Mackerel do. . 

Salt do. . 

Salt bags, 

Leather rofls, 

Boots  and  shoes cases. 

White  lead kegs. 

Coal,  bituminous tons. 


23,260 

273 

9,416 

113 

18,928 

6,067 

10,099 

187,558 

2,176 

720 

4,199 

20,292 

557 

3,619 

420 

583 

16,650 

3,249 

2,898 

647 

3,900 

13,380 

33,810 

16,380 

23 

20,242 

481 

132 

677 

6,364 

1,215 

27,505 

3,672 

1,554 

1,828 

467 

10,499 

150 

102,032 

79,080 

1,110 

6,098 

1,837 

1,829 


V«)m. 


Cnal,  Lehigh... 

I18,608,00(|riv)08 

IS^Jfajfpns. ...... 

483,67jBC8rriage8,  «c.. 
4,52jH|ilroad  passenger 
slosaBD"'     locomotiv 

19,3531  ^°'     fr^'«*^V?*" 
60,499Brhre8hing  machine 

7,6oaKe8i)ers 

20,76flBron  safes 

7,92jKousehold  goods. 

SOjasBiarWe 

13,l9oBrind8tones 

389,90oR«niber 

7,238Bbingles 

27,30flB<alh8. ■ 

52,47ofcelogs 

It665fcrse8 

6,498Battle 

•    '      7,249«beep 

9,068Bxp''e83  goods.. 
70,20ofcndries. 

47,888L  r^     t 

'  6,07ip  Total 

•      ^IfMatment  of  the  prii 

26,4551 

3,960H  i 

2,0311 
12,728 

1,823^'orn. 
l3,762K-heat. 

2,295»lour 

9,424  fcacon 

2,742Biams 

46*ork 

73,493ftard 

ItSOOKard  oil. . . . 
107,032i;ive  hogs. . 

9,883 fcve  cattle. . 
33,300 ■Live  horses. 
243,920|[ive  sheep. 

M29Keef. 

7,316  K'allow..... 


S.  Doo.  112. 

STATEMENT—Continued.  . 


189 


AittelM. 


Coal,  Lehigh tons. 

No.. 


fagons do. . 

Carriages,  &c do. . 

lilroad  passenger  cars do. . 

Po.     locomotives do.. 

Do,     freight  cars do. . 

fhreshing  machines do. . 

apers do. . 

I  safes do. . 

Household  goods packages. 

larble tons . 

CiriDdstones No. . 

[lUmber feet . 

hjneles M , 

-    No.. 


pine  logs. 
Borses. . 
battle- .  - 


.  .feet, 
.head. 
..do.. 


feheep do. . 

Express  goods packages . 

Sundries 


Quutitjr. 


770 

220 

43 

33 

10 

20 

150 

61 

76 

22 

1,528 

1,777 

1,054 

11,837,747 

6,277 

2,669,715 

1,000,000 

.         101 

29 

221 


YaliM. 


Total  value. 


$6,775 
44,000 
2,580  ^ 

6,60  ; 

20,000  f 

160,000 

71,250 

16,776 

15,000 

2,760 

12,224 

63,973 

697 

142,053 

.    16,693 

6,423 

7,000 

* .     6,060 

6,076 

4,420 

1,910,000 

17,766 


22,987,773 


atment  of  (he  principal  articles,  their  quantity  and  value,  exported  coast- 
vim  from  the  port  of'  Toledo  during  the  year  ending  December  31, 1861. 


Articles. 


Jom 

bushels . . 

ft'heat 

do 

lour. 

barrels . . 

Jacon 

casks. . 

bins.. ............ 

No... 

'ork 

.barrels . . 

,ard 

ard  oil. 

do 

ive  hoss. ......... 

............ .No.. . 

ive  cattle. ......... 

ive  horses 

ive  shecD 

do.. . 

do... 

eef. 

......  ....  barrels . 

allow 

do... 

2,775,149 

1,639,744 

242,677 

14,150 

4,096 

38,658 

27,166 

6,078 

23,547 

744 

301 

1,769 

7,296 

1,884 


Value. 


$1,110,017 

1,082,231 

849,369 

706,910 

6,898 

502,554 

434,640 

182,340 

117,735 

22,320 

27,090 

3,519 

*  69,312 

28,260 


t 

III 


tiJ     '\ 


100 


u  ■ 


ik  '• 


[^  ■ , 


:'■.  < 


I'"  t 


S.  Doc.  118. 

STATEMENT— Continued. 


Aittdea. 


Grease nounds. 

Linseed  oil barrels. 

Oil-cuke Ions. 

Hides No.. 

Sheep-pelts bales. 

Furs  (estimated) 

Oats bushels. 

Beans do. . . 

Barley do 

Corn-meal bags . 

Seed barrels. 

Potatoes bushels. 

Cranberries barrels. 

Cheese boxes . 

Butter kegs. 

Candles boxes. 

Beeswax pounds. 

Eggs barrels . 

Fish do. . . 

Sugar hogsheads . 

Mmasses barrels . 

Nuts bushels. 

Tobacco hogsheads . , 

Tobacco boxes . , 

Spirits casks. , 

Leather rolls. , 

Wool bales . . 

Feathers do. 

Cotton do. , 

Broom-corn do. , 

Hemp do., 

Ashes casks., 

Lumber M  feet. , 

Staves M., 

R«ig8 pounds. . 

Roofing  paper rolls. . 

Carriages No. . , 

Varnish barrels. , 

Peppermint,  oil  of. pounds. . 

Merchandise do. . . , 

Express  goods packages. . 

Sundries do 

Wash-boards dozen. . 


Total  value. 


QiMuititjr. 


396,400 

147 

3,036 

7,136 

193 


64,441 

199 

676 

814 

4,866 

17,796 

678 

768 

3,119 

3,464 

36,300 

668 

336 

768 

388 

130 

1,316 

1,963 

31,934 

3,643 

3,839 

1,090 

394 

166 

735 

4,847 

3,134 

3,604 

31,463 

1,669 

33 

66 

400 

403,613 


9,081 

786 


Vtlue. 


I19,8S 
8,89 

46,39 
Sl,37fi 
6,1S 
106,C 
19,333 
89S 
337| 

hm 

39,131 

BM\ 

4,0681 

'    2,3041 

37,429| 

12,27o| 

9,O50| 

3,4 

•     2,275| 

■   66,850 

6,433 

97 

42,560 

23,436 

186,439 

79,260 

312,925 

3S,ldO 

3,940 

1,872 

10,875 

121,175 

32,011 

62,621 

84;! 

5,841 

2,300 

4,368 

SCO 

161,405 

917,500 

302,800 

2,355 


7,847,808 


S.  Doe.  112. 

No.  14. — District  ow  Dbtroit. 


191 


rt 


port  of  entry,  city  of  Detroit ;  Intitiule  42»  20'.  longitiule  83®  OS* ; 
Lmilation  in  1830,  2,222;  in  1840,  9,102;  in  1860,  21,010. 
I  The  district  of  Detroit  hus  the  most  extrnsive  coast-linr  of  nny  Inkc 
istrict  not  bordering  on  Luke  Superior,  and  embriicc?  ^11  thut  jjortionof 
Ijlichignn  known  as  the  Southern  Peninsula.  Commcnci  /  at  the  w«'i«t- 
Ln  line  of  Ohio,  it  extends  thence  northerly  along  Lake  Kri/,  up  the 
Detroit  river,  Lake  St.  Clair  and  St.  Clair  river,  to  Lukf  Huron,  up  that 
lake  northwestwardly  to  the  isloitrl  and  straits  of  Mackin.i  w,  and  south- 
wardly, with  a  little  westing,  to  the  Indiana  line,  not  far  from  the  head  <if 
Lake  Michigan — a  distance,  following  the  sinuosities  of  the  shores,  which 
joes  not  fall  very  far  short  of  a  thousand  miles. 

It  has  fifteen  ports,  none  of  which  have  any  present  importance,  with 
Ue  exception  of  Detroit  and  Monroe ;  although  it  is  more  than  probable 
ihat  within  a  few  years  several  of  them  may  rival  the  most  promising  har- 
kors  and  ports  in  the  West.  There  is,  probably,  no  State  in  the  Union 
which  surpasses  Michigan  in  its  commercial  advantages,  or  which,  if  pro- 
perly fostered  and  developed  to  the  extent  of  its  vast  internal  resources. 
It  will  not  ultimately  equal  or  exceed  in  all  the  actual  realities  of  progress 
jnd  prosperity.  She  has  more  natural  harbors,  involving  but  little  ex- 
pense or  labor  to  render  them  available  in  all  seasons  to  all  classes  of  ship- 
ping, than  an  v  other  State  bordering  on  the  lakes.  The  extent  of  country 
enclosed  within  her  extensive  coast-line  comprises  39,866  square  miles, 
some  of  it  the  best  and  most  fertile  land  of  the  West,  watered  by 
numerous  lakes  and  streams — many  of  the  latter  navigable,  and  very 
extensively  used  for  lumbering  purposes,  which  is  the  principjd  occupa- 
I  lion  and  interest  of  the  inhabitants  of  the  northern  section  ot  the  State. 

Among  these  rivers  are  the  Raisin,  Huron,  Rouge,  Clinton,  Black, 

I  Saginaw,  Thunder  Bay,  Manistee,  White,  Maskcgon,  Grand,  Kalama- 

100,  and  St.  Joseph's — ^the  six  last  named  flowing  into  Lake  Michigan, 

and  the  rest  into  Lakes  Erie,  St.  Clair,  and  Huron,  and  the  Detroit  and 

I  St.  Clair  rivers. 

Although  scarcely  one  third  of  the  above  area  is  under  successfulcul- 
I  tivation,  yet  Michigan  is  already  known,  throughout  the  country,  as  a. 
large  exporter  of  the  clioicest  wheat  and  flour.  It  may  indeed  be  said, 
without  fear  of  contradiction,  that  for  two  seasons  past  the  quality  of 
Michigan  wheat  and  flour  has  been,  on  the  average,  equal  if  not  supt> 
rior  to  that  of  any  other  State ;  her  exports  of  flour  amounting  to 
500,000  barrels,  and  of  wheat  to  1,000,000  bushels,  in  round  numbers. 
Monroe,  the  easternmost  of  her  ports,  is  a  terminus  of  the  southern 
Michigan  railway  on  Lake  Erie,  about  40  miles  south  of  Detroit,  and  is 
situated  at  the  lower  falls  of  the  river  Raisin,  with  a  population  of  about 
5,000  souls.  There  is  a  daily  line  of  steamers  connecting  it  with  Buf- 
falo, and  the  harbor  is  accessible  for  vessels  of  the  largest  class. 

Unfortunately,  no  special  returns,  showing  the  commerce  of  Monroe, 
are  at  hand.  It  is,  however,  a  point  rapidly  increasing  in  importance, 
and  must  be  eventually  the  depot  for  a  very  large  amount  of  trade. 
The  returns  from  the  district  of  Detroit,  wliich  have  been  received,  show 
the  coastwise  business  only  of  that  port ;  so  that  Gibraltar  and  Trenton, 


'  '! 


i  it 


-.> 


^1    ; 


192 


a  Doc.  112. 


on  the  Delroil  river ;  Mount  Clemens,  on  the  Clinton  river ;  Algonae. 
Newport,  St.  Clair,  and  Port  Huron,  on  the  river  St.  Clair ;  Saginaw,  on 
Saginaw  bay;  Thunder  Bay  islands,  in  Lake  Huron;  Grand  Haven, 
St.  Joseph's,  and  New  Bufiulo,  on  Lake  Michigan,  are  all  of  them  un- 
represented. 

This  is  a  circumsta.ice  deeply  to  be  regretted  on  several  accounts. 
These  are  the  outlets  of  the  principal  lumber  regions  of  the  westeni 
States,  and  supply  the  prairies  of  Illinois,  as  also  St.  Louis,  and  other 
southern  cities,  with  nearly  all  their  lumber  and  shingles ;  besides  send* 
m§  vast  quantities  to  Detroit,  Sandusky  and  Buffalo.  The  St.  Clair, 
Sandusky  and  Maskegon  lumber  is  as  extensively  known  in  the  West 
as  being  of  superior  quality,  as  is  the  pine  of  Canada  to  the  eastward. 
Again,  these  portions  of  the  district  are  so  very  rapidly  increasing  in  im- 
portance that  their  influence  wiU  ere  long  cause  itself  to  be  most  sensibly 
felt  in  the  commercial  cities  of  the  West.  Lastly,  there  is  still  a  very 
la."ge  tract  of  public  land  in  various  parts  of  this  district,  in  the  hands  of  1 
the  government,  for  the  most  part  well  watered  mid  well  timbered, 
which  sooner  or  later  will  become  of  immense  value. 

In  past  years  these  government  lands  have  been  trespassed  on,  by 
persons  engaged  in  the  lumber  trade,  to  a  very  great  extent ;  but  the 
conflscation  of  several  vessels,  with  their  cargoes,  has,  it  is  to  be  hoped, 
effectually  put  an  end  to  these  depredations. 

There  is  a  very  valuable  business  also  carried  on  in  the  ports  of  Gib- 
raltar and  Trenton  in  the  shipment  of  staves;  and  at  Port  Huron, 
Newport,  and  St.  Clair,  on  the  St.  Clair  river,  ship -building  is  prose- 
cuted to  a  considerable  extent  and  to  very  decided  advantage ;  one  of  the 
largest  steamers  which  navigates  the  lakes,  of  1,600  tons  burden,  with 
an  engine  of  1,000  horse  power,  having  been  constructed  on  these  waters. 

In  this  district  are  situated  the  St.  Clair  flats,  the  greatest  natural 
obstacles  to  the  free  navigation  of  the  great  lakes,  with  the  exception 
of  the  rapids  on  the  lower  St.  Lawrence,  the  Falls  of  Niagara,  and  the 
Sault  Ste.  Marie.  These  shallows  lie  nearly  at  the  head  of  Lake  St. 
Clair,  about  twenty-five  miles  above  the  city  of  Detroit.  The  bottom 
is  of.  soft  mud,  bearing  a  lofty  and  dense  growth  of  wild  rice,  with  a 
very  intricate,  tortuous,  and  difficult  channel  winding  over  them,  in 
many  places  so  narrow  that  two  vessels  cannot  pass  them  abreast;  nor 
is  it  possible  to  navigate  them  at  night. 

There  would  be  no  difficulty  whatever,  and  but  a  most  trivial 
expense,  as  compared  with  the  advantages  which  would  accrue  from 
removing  this  barrier,  in  dredging  out  a  straight  channel  of  sufficient 
depth  to  admit  vessels  of  the  largest  draught.  Nor  is  there  any  work 
more  urgently  and  reasonably  solicited  from  Congress  by  the  men  of 
the  V/est,  nor  any  more  entirely  justified  by  every  consideration  ol 
sound  economv  and  political  wisdom,  or  more  certain  to  produce  return? 
incalculable,  than  the  opening  the  flats  of  the  St.  Clair,  and  carrying 
a  canal  around  the  Saulit  Ste.  Marie.  These  improvements  would  at 
once  perfect  the  most  splendid  and  longest  chain  of  internal  navigation 
in  the  world,  extending  above  two  thousand  miles  in  length  from  Fond 
du  Lac,  at  the  head  of  Lake  Superior,  N.  latitude  46°  60',  W.  longi- 
tude 92°  20',  to  the  mouth  of  the  St.  Lawrence  river,  in  46°  20'  N.  lat- 
itude, 65°  35'  W.  longitude. 


S.  Doc.  lf2. 


193 


It  is  not,  in  fact,  too  much  to  say— so  imperatively  are  these  im- 
provements demanded  by  the  increase  of  commerce,  and  the  almost 
uicalculable  mineral  resources  of  northern  Michigan — ^that  within  a  few 
years  they  must  and  will  be  carried  into  effect,  at  whatever  cost  and 
expense  of  labor. 

Above  St.  Clair  river  the  first  port  is  Saginaw,  situated  at  the  outlet 
of  a  river  of  the  same  name  into  the  great  bay  of  Saginaw,  larger 
itself  than  a  large  European  lake,  setting  up  into  the  land  southwesterly 
from  Lake  Huron.  Tnis  bay,  with  the  exception  of  Green  bay,  is 
the  largest  in  all  the  West,  but  is  rarely  visited  by  any  vessels  except 
those  trading  directly  thither,  unless  driven  in  by  stress  ol"  weather, 
since  it  lies  some  considerable  distance  off  the  direct  line  from  Buffalo 
to  Chicago. 

The  port,  however,  imports  all  the  supplies  necessarj'  for  the  lum- 
bering population,  and  exports  what  may  be  stated,  on  a  rough  calcula- 
tion, at  10,000,000  feet  of  lumber  annually. 

At  the  Thunder  Bay  islands  little  business  is  done  beyond  the  ship- 
ment of  the  produce  of  the  fisheries;  and  to  what  extent  these  are 
carried  on  in  that  locality,  owing  to  the  total  absence  of  all  returns,  it 
is  impossible  even  to  hazaid  a  conjecture. 

On  Lake  Michigan,  the  ports  of  Grand  Haven,  St.  Joseph's,  and  New 
I  Buffalo,  are  places  of  shipment  of  produce,  and  importation  of  supplies 
to  a  reasonable  extent ;  while  Grand  Haven,  Maskegon,  and  Manistee> 
are  all  great  exporters  of  lumber.  The  commerce  of  the  district,  inde- 
pendent of  Detroit,  which  is  the  principal  depot  for  the  commerce  of 
Michigan,  cannot  fall  short  of  $8,000,000,  and  may  exceed  it,  though 
it  is  not  possible  to  state  it  with  precision,  tor  want  of  the  needful  re-» 
I  turns. 

Detroit,  the  port  of  entry  of  this  district,  and  capital  of  the  county, 
is  a  finely  built  and  beautiful  town,  laid  out  with  streets  and  buildings 
I  which  would  be  considered  worthy  of  note  in  any  city,  partly  on  an 
ascending  slope  from  the  river  Detroit,  partly  on  the  level  plateau  some 
eighty  feet  above  it.  The  city  now  contains  about  27,000  inhabitants, 
who  lack  no  luxury,  convenience,  comfiirt,  or  even  display,  which  can 
be  attained  in  the  oldest  of  the  seaboard  cities,  though  itself  the  growth 
but  of  yesterday.  It  is  situate  302  miles  west  of  Buffalo,  322  east- 
northeast  of  Mackinaw,  687  west,  by  land,  of  New  York,  and  524 
northwest  of  Washington. 

Tiie  river  Detroit  is,  at  this  point,  about  three  quarters  of  a  mile  in 
I  width,  dotted  with  beautiful  islands,  and  of  depth  sufficient  for  vessels 
of  a  large  draught  of  water.  The  shores  on  both  sides  are  in  a  state 
of  garden-like  cultivation;  and,  from  the  outlet  of  the  river  into  Lake 
Erie,  to  its  origin  at  Lake  Huron,  resemble  a  cx)ntinuous  village,  with 
fine  farms,  pleasant  villas,  groves,  and  gardens,  and  excellent  roads,  as 
in  the  oldest  settlements.  The  soil  is  rich  and  fertile;  the  air  salu- 
brious, and  the  climate  far  more  equable  and  pleasant  at  all  seasons 
than  on  the  seaboard.  The  regions  around  are  particularly  suited  for 
Ithe  cultivation  of  grain,  vegetables,  and  all  kinds  of  fruit:  many  va- 
rieties of  the  latter,  which  can  be  raised  only  with  great  care  to  tho 


i  ii 


194 


s.  Idoc.  iri. 


eastward,  as  the  apricot  for  example,  and  some  of  the  finest  pluhis, 
growing  here  almost  spontaneously.  The  waters  teem  with  fisli,  and 
the  woods  and  wastes  with  game,  which  have  recently  become  an 
article  of*  traffic  to  the  eastern  cities  in  such  enormous  numbers  as  to 
threaten  the  extinction  of  the  race,  and  to  call  for  the  attention  of  the 
citizens  to  the  due  regulation  of  the  trade,  as  regards  time  and  season. 

Being  not  only  the  oldest  but  the  largest  town  in  the  State,  occupy, 
ing  a  commanding  situation,  enjoying  all  the  advantages  which  arise 
from  a  central  position,  a  magnificent  river,  and  a  harbor  of  unsur- 
passed capacity  and  security,  Detroit  has  arrived  at  a  stand  of  com- 
mercial  eminence  from  which  it  can  now  never  be  dislodged. 

The  Michigan  Central  railroad  extends  to  Chicago,  via  New  Buffalo 
and  Michigan  city,  a  distance  of  258  miles ;  and  the  Pontiac  railroad 
some  20  miles  to  Pontiac.  There  are  also  about  120  miles  of  plank 
roads  running  from  the  city  to  several  flourishing  towns,  in  various  rich 
portions  of  the  State,  as  Ypsilanti,  Utica,  and  other  thriving  places. 

The  commercial  returns  from  Detroit  are  of  the  most  conflicting 
character;  but  the  following  results  are  believed  to  approximate  as 
nearly  to  a  true  estimate  of  the  actual  commerce  of  the  port  as  can  be 
attained : 

Imports,  coastwise $15,416,377 

Exports        do 3,961,430 

Total. 19,377,807 

Imports,  foreign $98,541 

Exports     do 115,034 


Total. 


213,575 


19,691,482 
Add  the  estimated  value  of  the  commerce  of  the  other  ports 

of  the  district — say 8,000,000 

Total  commerce  of  the  district 27,591,482 


The  tonnage  of  the  port  of  Detroit  alone  was — 

^Clearances,  tor  1851 2,011         tons     920,090 

Entrances,     '♦      "    2,582  "       905,046 


Total  for  1851 5,193 

"      '«   1850 4,420 


"     1,826,336 
"     1,439,883 


men  41,931 
"     41,546 

"     83,477 
"     64,098 


Increase,  1851 773 


(( 


386,453 


"     19,379 


The  entrances  and  clearances  from  the  other  ports  cannot  be  reached, 
.owing  to  the  usual  deficiency  of  returns  from  this  region. 

In  1847,  however,  the  business  of  the  district  was  represented  asfol- 


S.  Doc.  112. 


mk 


)0i,  in  the  various  pbrts,  and  by  these  some  uTea  may  be  formed  of 
iheir  compai-ative  value: 


riBce  or  port. 


Detroit , 

Monroe 

Trenton 

Brest 

St.  Joseph 

Grand  Haven 

Kalamazoo  and  Black  rivers. . 
Ports  north  of  Grand  Haven. . 

Saginaw 

port  Huron 

gt  Clair 

jXewport 

Algonac 

Mt.  Clemens 


Value  of  c^iports. 


Total 

Add  railroad  iron. 

Grand  total.. 


$3,883,318 

1,139,476 

8,425 

12,000 

833,917 

205,068 

100,738 

58,250 

45,702 

159,400 

59,320 

14,772 

37,820 

168,711 


Value  of  imports. 


$4,020,559 

817,012 

66,000 


617,056 

220,000 
60,000 
45,000 
18,000 

100,000 
30,000 
20,000 
15,000 

123,200 


6,786,957 
6,991,827 


5,991,827 
1,000,000 


13,778,784 


6,991,827 


Another  great  advantage  will  shortly  accrue  to  Detroit  from  the  open- 
ing of  the  Great  Western  railway,  about  to  be  constructed  through 
Canada,  which  will  bring  it  into  direct  communication  with  the  New 
York  and  other  eastern  routes ;  as  well  rs  from  the  completion  of  the 
j  Lake  Shore  road.  These  will  bring  the  city  within  twenty-four  hours' 
journey  of  New  York  juid  the  Atlantic  ocean. 

Such  m*e  the  giant  strides  with  which  the  fortunes  of  the  West, 
through  energy  and  enterprise,  are  pressing  on  to  th(j  ajsceiidimt. 

The  enrolled  and  licensed  tonnage  of  the  Detroit  district  lor  1851  was 
1 40,320  tons,  of  which  21,944  were  steam  and  18,370  sail. 

Canadian  trade  in  1851.  ; 

Duty  collected. 

Imports. — In  American  vessels $35,855  $0,215 

In  British  vessels 02,085  10,819 

98,540  23,034 

Exports. — Tn  American  vessels $74,072 

In  British  vessels 40,960 

'-''    '••■--^---'         ■         •     '-^^  -■'     '       W-')^^^^^-      115,033 


:     I 


t' 


]■ 

\ 


1^  iJMSSLiii-. 


-m  S.  Doc.  112. 

Total  imports  and  exports. — In  American  vessels $109,937 

In  British  vessels. 103,645 

213^672 

Tonnage. 

Inward — American,  2  steamers 389  tons. 

9  sail 1,644    " 

*~~~'^~~*'  1 923 

British,  294  steamers 49,081     " 

68  sail 7,300     " 

66,381 

Total  tonnage 68,304 

Outward— American,  14  steamers - .     2,086  tons. 

17  sail 1,668     " 

3,754 

British,      315  steamers 61,727     " 

67  sail 6,546     " 

67,273 

Total  tonnage 69,027 

■. ,.:. ;--■■,:■  ^      . 


Jmforti  coaatwU 


f-\  i'^^ 


■■'%-. 


y-^' 


a  Doc.  113. 


197 


Japortt  coasttDue  into  the  port  of  Detroit  during  the  year  1851,  with  their 

value. 


tj 


Article!. 


Merchandise tons 

Coal do 

Pig  iron do 

High  wines barrels  . . 

Hogs number. . 

Wool , bales . . . 

Barley l^ushels. . 

Marble pairs. . . 

Fish barrels. . 

Flour do 

Water-lime do 

Starch boxes 

Powder barrels  . . 

Whiskey do 

Salt do 

Lard kegs 

Cut  stone feet 

Building  stone .cords 

Glass boxes 

Staves thousand . . 

Lumber thousand  feet 

Horses number. . 

Paper reams  . . 

Sheep number. . 

Hides do 

Wheat bushels. . 

Fruit  trees bundles  . 

Plaster barrels . . 

Do.. (crude) tons — 

Sugar hogsheads. 

Castings pounds... 

Iron bars  and  bundles 

Molasses barrels. . . 

Oil do 


Quantity. 


Leather rolls 

Pork baiTels. . . 

Codfish pounds . . . 

Bark cords.  . . 

Nails kegs 

Apples barrels. . . 

Raibroad  iron bars 

Salt bags 

Bacon pounds  . . 

Cider barrels. . . 


Value. 


18,000 

$14,500,000 

30,106 

150,530 

1,120 

28,000 

800 

8,000 

220 

1,320 

81 

4,050 

2,120 

848 

831 

8,310 

4,119 

20,594 

1,827 

6,938 

2,117 

>   2,117 

101 

250 

721 

14,840 

2,301 

8,408 

40,207 

40,207 

3,180 

15,582 

2,000 

800 

421 

4,210 

5,011 

10,022 

331 

6,620 

1,190 

11,900 

237 

9,480 

1,831 

3,662 

913 

2,393 

1,141 

2,282 

3,753 

2,450 

900 

18,000 

7,900 

7,900 

1,340 

6,700 

350 

35,000 

910,000 

36,400 

24,304 

121,520 

403 

6,045 

500 

15,000 

1,100 

22,000 

620 

9,300 

7,110 

284 

900 

2,700 

18,300 

73,200 

1,100 

2,200 

8,340 

93,074 

18,700 

2,500 

10,000 

700 

100 

300 

■41 


j 


(■■\ 


M 


198  S.  Doc.  112. 

Jtnportt  into  the  port  of  Detroit  during  the  year  1861 — Continued. 


Artiolen. 


Coffee bags 

Tobacco hocsneads . 

Tea cnests.  . . 

Crude  potash tons 

Corn bushels . . . 

Stoves number  . . 

Shingles thousnnd. . 

Wagons number. . 

Stoneware gallons . , 

Totnl , 


Valoe. 


$14,692 

6,100 

12,200 

12,6G1 

1,800 

33,000 

240 

4,300 

6,848 


15,416,377 


J^xporls  coastwise  from  the  port  of  Detroit  during  the  year  1851,  m'/A  their 
■       V  •.  estimated  value.  < 


<''r. 


Articles. 


ii 


Flour barrels. . 

Lumber thousand  feet 

Wheat bushels. . 

Shingles thousand  . 

Laths do 

Wool bales. . . 

Pork barrels. . 

Furs bales. . . 

Fish hall'barrels 

Hides number.. 

Oats bushels. . 

Beef. barrels . . 

Starch casks .  . 

Hams pounds  . 

Leather rolls. . . 

Rags tons. .. 

Salaeratus boxes.  . 

Coal tons. . . 

Nails kegs .  . 

Hay bundles. 

Sheep number. 

Pig  iron tons. . . 

Oil... baiTels. 

Cranberries do. . . . 


Value. 


460,325 

$1,453,596 

30,717 

245,736 

897,719 

618,403 

12,944 

25,888 

8,445 

21,102 

2,977 

178,620 

1,704 

20,448 

420 

42,000 

4,150 

12,450 

1,484 

2,908 

48,540 

14,503 

568 

4,544 

248 

12,400 

8,000 

640 

529 

26,450 

61 

3,660 

51 

265 

960 

4,800 

34 

130 

1,231 

8,03:: 

413 

600 

343 

10,290 

135 

3,240 

1,479 

4,437 

•nued. 


V«Ioe. 


Sl4,59-> 

6,100 

I2,g00 

12,661 

1,800 

33,000 

240 

4,300 

5,848 

.416,377 


'^th  their 


alue. 


»453,596 
245,736 
618,403 
25,888 
21,102 
178,620 
20,448 
42,000 
12,450 
2,968 
14,563 
4,544 
12,400 
640 
26,450 
3,660 
255 
4,800 

ise 

3,03:. 

600 

10,290 

3,240 

4,437 


S.  Doe.  112.  109 

Exports  from  the  port  of  Detroit  during  the  year  1851 — Continued. 


Articles. 


Water-lime barrels. . 

Corn bushels  , 

Corn-meal barrels. . 

Staves thousand , 

Ashes casks . . . 

High  wines do 

Fish barrels.. 

Shingle  bolls cords  . . 

Salt barrels.. 

Potatoes bushels. . 

Whiskey baiTels. . 

Beans do 

Hogs number  , 

Merchandise packages . 

Ale barrels . . 

Brick thousand , 

Clover  seed barrels . , 

Malt bushels., 

Copper tons .  . , 

Cattle head . . . 

Butter kegs . . , 

Horses head . . . 

Bark cords  . . 

Wash-boards dozen  . . 

Ice tons . . , 

Broom-corn bales  . . 

Apples barrels  , 

■^  Total 


Quantity. 

Value. 

170 

$170 

378,070 

151,228 

1,<}67 

4,989 

10,856 

217,120 

2,207 

66,176 

2,783 

27,830 

7,336 

43,996 

093 

4,861 

281 

281 

3,518 

1,065 

1,359 

10,872 

179 

2,375 

23,760 

12,090 

463,300 

70 

420 

893 

1,179 

129 

2,680 

150 

172 

•277 

110,800 

256 

7,680 

1,106 

13,212 

85 

6,100 

135 

405 

50 

300 

1,510 

7,550 

135 

1,360 

4,888 

•  4,888 

3,901,430 


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S.  Doc.  112. 

No.  15. — District  of  Michilimackinac. 


Port  of  entry,  Mnckinaw;  latitude  46°  61',  longitude  84°  36 


'. 


lation  in  1860,  3,698. 

This,  which  is  the  most  northerly  of  the  Inke  districts,  as  well  as  \y\ 
most  extensive  of  them  all,  embraces  that  portion  of  the  AmericjinI 
coast  on  the  western  shore  of  Lake  Michigan,  from  Sheboygan,  \\\A 
consin,  43"^ 41'  north  latitude,  88° 01'  west  longitude,  northward,  includinftl 
Manitowoc,  Two  Rivers,  Green  Bay,  Lake  Winnebago,  with  all  its  portJ 
in  Wisconsin — embraces  Little  Bay  Noquet,  Big  Bay  No<juet ;  the  Fox  I 
Manitou,  and  Beaver  islands;  the  coast  on  the  straits  of  Mackinaw ;tlipj 
St.  Mary's  river  to  the  Sault ;  thence  west  along  the  south  shore  otl 
Lake  Superior  to  Montreal  river — all  in  the  State  of  Michigan — andl 
continues  thence  along  the  Wisconsin  shore  to  the  western  extremity  off 
the  lake  at  Fond  du  Lac ;  whence  it  proceeds  northeasterly  alon"  tliel 
shore  of  the  Minnesota  Territory  to  Port  Charlotte,  on  the  dividing  line! 
between  the  United  States  and  the  British  possessions.  The  entire! 
length  of  this  coast-line  considerably  exceeds  1,300  miles,  following  tin 
sinuosities  of  the  shore ;  and  from  the  isolated  situation  of  many  portion;. 
of  the  district,  it  has  been  found  impossible  to  obtain  full  or  satisfactorj 
returns. 

The  country  bordering  upon  the  great  length  of  coast  in  this  distiL 
was  partially  explored,  and  even  mapped,  with  sufficient  accuracy 
more  than  two  centuries  ago,  by  the  French  Jesuits — those  indefaligabli 
discoverers  and  civilizers,  and  pioneer  colonists  of  the  mighty  West 
and  from  that  period  it  has  been  at  all  times  more  or  less  I'requentl' 
%'isited  by  missionaries,  traders,  trappers  and  hunters,  until  the  pre. 
sent  day,  when  a  systematic  and  steady  colonization  may  be  said  t 
be  fairly  established,  together  with  a  practical  and  successful  develo] 
ment  of  its  resources,  by  the  cultivation  of  its  productive  lands,  t 
prosecution  of  its  fisheries,  and  the  exploitation  of  its  forests  and  iti 
mines.     Notwithstanding  all  this,  there  is  much  ground  for  the  belie] 
that  the  influence  which  it  is  one  day  destined  to  exercise  on  the  coi 
mercial  affairs  of  this  continent,  though  it  may  be  appreciated  by  a  fo 
far-reaching  minds,  is  litle  foreseen  or  understood  by  the  people 
large. 

The  grounds  existing  for  this  confident  expectation  are  to  be  foun( 
in  the  following  peculiar,  and  in  some  degree  singular,  features  of  tlii 
district : 

First,  the  unequalled  facilities,  which  it  possesses  for 
afforded  by  its  numerous  lakes,  bays  and  rivers,  tiirough  wlii(;h,  am 
their  artificial  improvements,  it  has  ready  access  to  both  the  St.  Lawrent 
and  Mississippi,  ti"om  which,  by  the  various  internal  chains  of  cans 
and  railroad,  it  has  easy  communications  to  almost  every  importai 
market  along  the  vast  seaboard  stretching  from  the  Balize  to  the  straii 
of  Belleisle. 

Secondly,  the  unbounded  productiveness  of  its  fisheries,  which  raa| 
be,  and  are,  it  might  be  said,  advantageously  prosecuted  through  tl 
entire  length  of  its  waters. 

Thirdly,  the  immense  resources  it  possesses  in  the  magnificent  forea 
of  pine  which  border  all  the  southern  portions  of  its  coasts,  and 


cipable  ol  supply 

vest. 
popU'B    And,  fourthly,  t 

Superior. 
These  lour  inflii 

under  the  stimuli 

Ibmier,  are  constt 
I  surely  to  a  degree 

in  commercial  pur 

Every  succeedii 

I  different  points — a 

light-houses,  and  p 

imperatively  dcmu 
I  jnontaneously — no 

ulution — with  a  ra] 
I  mercial  history  of 

At  the  southern 

I  five  miles  north  frc 

alraost  unknown  t 

,thifh  it  stands,  a  i 

j  hitherto  almost  enti 

liiir  1839,  as  rega 

I  sornething  inferior, 

looking  to  Manitow 

I  The  exports  are 

shingles,  furs,  wt 
I  The  imports  consis 

meal,  butter,  kr^ 

Making  a  t( 

Entrances,  788; 
A  few  miles  norl 
I  Wisconsin — well  si 
Both  these  new 
piers. 

The  country  ad 

[large  quantities  of 

but,  whenever  the 

I  wool,  animals,  and 

land  of  Wisconsin 

of  these  two  ports 

becoming,  from  ex 

plies,  exporters  of 

Imerchandise  and  li 

The  business  of 

JGreen  Bay,  and  1 

[being  more  direct, 

portation,  will  und( 

to  the  lake  shore  ei 


S.  Doc.  112. 


203 


fjjpable  ot  supplying  lumber  for  the  entire  consumption  of  the  North- 
west. 
Andf  fourthly,  the  incalculable  wealth  of  the  mineral  regions  of  Lake 

Those  lour  influences — apart  from  any  agricuUural  resources,  which, 
under  the  stimulus  of  demand  arising  Irom  the  development  of  the 
jbrnier,  are  constantly  and  steadily  on  the  increase — are  already  felt 
jurely  to  a  degree  which  has  commanded  the  attention  of  those  engaged 
in  commercial  pursuits,  and  in  fact  of  the  government  itself. 

Every  succeeding  year  Iresh  ports  are  springing  tinto  existence  at 
different  points — all  imperatively  demanding  aid  for  the  construction  of 
light-houses,  and  piers,  and  other  facilities  for  navigation;  and  all  as 
imperatively  demanded  by  the  requirements  of  a  commerce  growing 
spontaneously — not  forced  into  life  by  any  fictitious  stimulants  of  spec- 
ulation— with  a  rapidity  and  steadiness  hitherto  unknown  in  the  com- 
j  mercial  history  of  the  world. 

At  the  southern  extremity  of  this  district  is  Manitowoc,  about  thirty- 
five  miles  north  from  Sheboygan,  on  tlie  Michigan  shore — a  port  which, 
almost  unknown  three  years  ago,  has  now,  including  the  country  in 
1  (vhlch  it  stands,  a  population  of  6,000  inhabitants,  and  a  trade,  though 
j  hitherto  almost  entirely  overlooked,  already  exceeding  that  of  Chicago 
for  1839,  as  regards  exports,  although  the  imports  are  necessarily 
I  sOTiething  inferior,  owing  to  the  smaller  extent  of  country  at  present 
looking  to  Manitowoc  for  its  supplies. 
I  The  exports  are   principally  lumber,  laths,  pickets,  ashes, 

shingles,  furs,  wood,  white-fish,  &c.,  &c.,  to  the  value  of. . .    $77,129 
The  imports  consist  of  merchandise,  as  salt,  flour,  pork,  beef, 
meal,  butter,  lard,  &c.,  to  the  value  of 106,721 


Making  a  total  of. 183,843 

Entrnnces,  788 ;  tonnage,  227,940. 

A  few  miles  north  of  Manitowoc  is  the  port  of  Two  Rivers — also  in 
I  Wisconsin — well  situated  for  lake  trade. 

Both  these  new  ports  require  appropriations  for  light-houses  and 
I  piers. 

The  country  adjacent  to  Two  Rivers  is  finely  timbered,  and  furnishes 

irge  quantities  of  lumber  for  export,  as  also  shingles,  ashes,  fiirs,  &c. ; 
I  but,  whenever  the  land  shall  be  cleared,  its  exports  will  consist  ot  grain, 
jwool,  animals,  and  other  agricultural  produce,  such  as  is  furnished  by  the 
jland  of  Wisconsin  generally.  So  that,  in  a  few  years,  the  commerce 
lof  these  two  ports  mfiy  be  expected  to  undergo  an  entire  revolution — 
Jbecoming,  from  exporters  of  lumber  and  importers  of  agricultural  sup- 
Iplies,  exporters  of  the  produce  of  the  soil,  and  importers  of  assorted 
Imerchandise  and  luxuries. 

The  business  of  Two  Rivers  will  be  confined  to  the  peninsula  east  of 
iGreen  Bay,  and  Lake  Winnebago,  and  Fox  river ;  since  that  route, 
jbeing  more  direct,  and  affording  extraordinary  facilities  for  water  trans- 
Iportation,  will  undoubtedly  prevent  any  trade  west  of  it  fi"om  passing 
Ito  the  lake  shore  eastward.    The  local  business,  however,  necessarily 


I 


•1* 
('■■ 


804  S.  Doc.  112. 

flnwinff  to  thcflo  points  on  the  Bhorc,  will  kcf  p  up,  for  all  time,  an  active 
and  lulvantagt'ous  WuUi  nt  them. 

The  port  of  Two  Rivors  has  never  before  reported  its  commerce  fully 
but  the  fi>llowin)i(  results  show  an  excellent  commencement : 

Imports  in  1861 tll5,000 

Exports  in  1861 112,763 

,     _  Total 227,763 

Of  the  imports  there  were  for  local  purposes 842,583 

Ditto  for  home  consumption 72,424 

*'  '  Total JJ5,009 

In  1847,  the  imports  nt  this  port  were  valued  at  $63,747. 

Of  the  exports  there  were — Prcxlucts  of  the  forest $90,072 

Fisheries 16,199 

Domestic  manufactures 6,493 

112,763 

Entrances,  822  steam;  192  sail;  making  a  total  of  1,014  arrivals 
during  the  season. 

The  next  port  claiming  the  attention  of  the  commercial  classes  is 
in  fact  the  most  important  in  the  district — Green  Bay — situated  at  the 
Bouthwestern  extremity  or  head  of  the  great  basin  of  the  same  name, 
and  the  outlet  of  the  Fox  river. 

This  port,  indeed,  bids  fair  to  rival  Chicago,  as  the  lake  depot  ior  .ill 
that  most  important  branch  of  the  lake  trade,  which  has  its  origin  on  the 
borders  of  the  upper  Mississippi.  The  work  known  as  the  Fox  rivor 
improvement  is  now  nearly  completed,  connecting  the  Mississippi  with 
the  great  lakes,  by  steam  navigation.  This  work  has  so  greatly  im- 
proved the  navigation  of  the  Fox  river,  flowing  from  Lake  Winnebago 
mto  Green  bay,  as  to  admit  the  ascent  of  small  steamers  to  the  ibr- 
mer;  whence,  by  a  further  improvement  of  the  Fox  river,  and  a  canal 
connecting  it  with  the  Wisconsin  river,  the  passage  is  free  to  the  Mis- 
sissippi, entrance  to  which  is  had  about  two  miles  below  Fort  Craw- 
ford. From  this  point  steamers  can  navigate  the  Mississippi  upward  or 
downward,  at  option,  as  occasions  may  require. 

This  is  the  first  water  route  which  has  been  opened  connecting  the 
lake,  with  the  Mississippi,  navigable  by  steam  power ;  and  what  the 
practical  result  of  its  operation  may  be,  is  yet  in  the  bosom  of  the 
future. 

Fort  Crawford  is  situated  487  miles  above  St.  Louis ;  257  above 
Burlington,  Iowa;  80  above  Galena,  Illinois;  60  above  Dubuque, 
Iowa;  5  below  Prairie  du  Chien;  24-3  below  St.  Paul's,  Minnesota 
Territory;  and  255  below  the  Falls  of  St.  Anthony. 

The  distance  fi-om  Green  Bay  to  the  mouth  of  the  Wisconsin  is  about 
220  miles,  through  the  richest  valley  of  Wisconsin ;  by  this  route,  there- 
fore, there  is  an  uninterrupted  steam  communication  from  Buffalo, 


S.  Doc.  112.  905 

L^pgo,  nml  Ogdcnsburg,  or  tht  !?anaJian  cities,  ond  tlio  mnuth  of  the 
L.  Lawrence,  to  8t.  Louis,  New  Orleiiii<>,  and  the  Bulize. 
This  is  certainly  indicative  of  a  new  era  in  the  practice  of  inland 

(tiani  navigation;  as  it  will  open  at  once  un  easy  and  direct  commu- 
Lcation  between  New  York  und  the  new  Stotes  of  Wisconsiu,  Iowa, 

juJthe  Minnesota  Territory,  rendering  any  of  the  above-named  points 
Ul\\e  Mississippi  easier  oi  access  by  way  of  th«'  hikes  than  8t.  Louis  * 
Lt'lt'.  This  is  a  fact  which  cannot  be  overlooked  by  immigrants,  and 
IviU  thcrclbre  bring  the  public  lands  of  those  new  States  and  Territories 
Llvantagcously  into  the  market  at  no  distant  day.  This  line  of  com- 
iDiuiiifUticjn  also  brings  the  lead  mines  of  Galena  nearer  by  a  hundred 
Ljles  to  the  lakes,  than  to  8t.  Louis;  and  to  it  ultimately  all  thi;  hidden 
kealth  of  the  upper  Mississippi  valley,  incalculable  in  its  amount  and 
lappiirently  inexhaustible,  must  become  tributary — inasmuch  as  ti)r  the 
Itraiwmission  of  heavy  freight  and  produce  this  is  the  easiest  and  most 
Idirt'ct,  und  therefore,  ol"  course,  the  cheapest  channel.  Along  the  oast- 
If/n  portion  of  this  route  across  the  State  of  Wisccjnsin,  there  have  mI- 
Ireaay  sprung  up  several  promising  ports  on  Lake  Winnebago  and  Fox 
jfivcr;  among  them  Oshkosh,  Neenah,  Menaslm,  Du  Pere,  und  B'ond  du 
kac,  all  well  situated,  with  good  harbor  facilities,  und  rich  agricultural 
jregions  circumjacent.  The  public  lands  are  in  rapid  progress  of  se- 
llection  and  settlement,  whether  by  warrants  or  regular  entry  in  the 
llanl offices,  wliile  plank  roads  are  traversing  the  country  in  all  direc- 
Itiuns. 

Green  Bay,  which  has  for  several  years  been  a  great  depot  for  fish 
land  lumber,  is  now  rapidly  becoming  the  great  commercial  depot  for 
|the internal  trade  of  Wisconsin,  and  during  the  season  of  1851  there 
Ivras  a  line  of  steamers  regularly  plying  between  this  point  and  Buffalo. 
Ilhe  completion  oi"  the  Fox  river  improvement  will,  however,  demand 
linuch  greater  facilities,  henceforth,  than  have  ever  before  been  brought 
linto  requisition.  No  details  of  the  business  at  Green  Bay  for  the  season 
lot'  1851  have  been  received,  but  it  is  notorious  that  the  commerce  of 
[this  place  has  advanced  incalculably  within  the  year ;  and  in  the  absence 
lot' accurate  information,  it  may  be  tairly  assumed  as  follows : 

llmports $2,000,000 

[Exports 1,000,000 

Total 3,000,000 

This  estimate  of  imports  may,  at  first  view,  appear  too  large ;  but, 
Tilien  it  is  remembered  that  the  country,  in  the  rear  and  around,  is  com- 
paratively new,  and  unable,  as  yet,  to  export  anything  very  material, 
nd  that  the  tide  of  emigration,  constantly  and  regularly  pouring  in,  de- 
Dands  a  great  quantity  of  supplies  of  all  kinds  for  subsistence,  for  which 
k  must  be  temporarily  in  arrear  until  the  land  shall  be  cleared,  culti- 
kited,  and  brought  up  to  the  standard  which  shall  constitute  it  an  ex- 
Iporting  in  lieu  of  an  importing  region,  this  opinion  will  be  reversed. 

In  consideration  of  the  great  and  still  growing  importance  of  Green 
iBay,  and  the  remoteness  of  its  situation  from  Michilimackinac,  it 
Imight  properly  be  made  a  port  of  entry,  witii  the  shores  of  Winnebago, 


'f 

I! 


206 


S.  Doc.  112. 


I . 


Green  Bay,  and  the  lake  coast,  from  the  straits  of  Mackinaw  to  Mam- 
towoc,  constituting  a  new  district. 

Debouching  into  Green  Bay,  flow  from  the  northward  the  rivers 
Oconto,  Peshtego,  and  Menomonee — the  latter  a  large  stream,  and  tbr- 
merly,  for  some  distance,  the  frontier  line  between  the  Stales  of  Miclijcran 
and  Wisconsin.  On  it  are  situated  several  saw-mills  for  the  cutting  of 
lumber  for  the  Chicago  market.  The  source  of  this  river  is  but  a  lew 
miles  distant  from  the  shore  of  Lake  Superior,  on  the  southern  water- 
shed  of  the  northern  peninsula  of  Michigan.  Its  course  is  about  two  hun- 
dred  miles  in  length  to  its  outlet,  in  which  space  it  has  a  descent  of 
1,049  leet,  and  is  emphatically  a  river  of  cataracts  and  rapids,  bring, 
ing  down  a  vast  volume  of  water,  and  occasionally  spreading  to  a  width  I 
of  600  feet.  It  can,  therefore,  be  made  available  to  any  extent  for 
water-power;  though  its  navigation  will  be,  in  all  times,  limited  to 
canoeing. 

The  lower  course  of  the  Menomonee,  toward  its  mouth,  is  1  lordered 
by  tracts  of  heavily  timbered  pine-lands,  the  produce  of  which  is  now 
growing  into  brisk  demand  in  the  neighboring  lumber  markets. 

Below  the  Menomonee,  to  the  northeast,  the  White  Fish,  Escanaba,  I 
and  J'ort  rivers,  discharge  their  waters  into  the  Little  Bay  de  Noquet. 
They  are  also  fringed  along  their  skirts  by  extensive  pine  forests,  from  I 
which  much  lumber  is  annually  manufactured. 

The  Monistique  fiiUs  into  Elizabeth  bay,  farther  to  the  north.  The  I 
principal  business  carried  on  upon  the  islands  of  Lake  Michigan,  be- 
longing to  this  district,  is  fishii.g  and  wood-chopping;  steamers  and 
propellers  frequently  stopping  at  them  to  wood,  and  obtain  supplies  of 
fish,  for  the  latter  of  which  groceries,  fruit,  &c.,  are  given  m  direct 
barter.  The  climate  is  genial  and  the  soil  productive;  but  the  present 
inhabitants — being  principally  Indians  anti  half-breeds,  or  fishermen, 
who  have  few  tastes  except  for  fishing  and  hunting — contrive  to  subsist  I 
themselves  principally  by  those  employments,  and  the  cultivation  of  I 
small  patches  of  corn  and  potatoes. 

The  North  and  South  Manitous  have  good  harbors  for  the  shelter  of  I 
vessels,  as  well  as  the  Foxes  and  Beavers.    On  the  latter  group  there  f 
is  a  settlement  of  Mormons ;  but  so  far  as  civilization,  refinement,  and 
the  tilling  of  the  soil  are  concerned,  they  are  in  nowise  superior  to  the 
neighboring  tribes  of  savages. 

Mackinac  island,  in  the  straits  of  Mackinac,  which  connect  Lakes  i 
Huron  and  Michigan,  is  an  old  missionary  settlement  and  militaiy  post, 
first  established  above  two  centuries  ago  by  the  French  Jesuits,  with  that 
admirable  forecast  and  political  wisdom  which  they  displayed  in  the 
selection  of  all  their  posts.     It  is,  in  fact,  as  to  natural  military  strength, 
the  Gibraltar  of  the  lakes,  and  might  easily  be  rendered  almost  impreg- 
nable.    The  present  fort,  however,  is  a  blunder,  and  could  not  be  de-l 
fended  for  halt  an  hour,  being  commanded  by  an  almost  unassailable! 
height  within  half  a  mile  in  its  rear,  from  which,  in  effect,  at  the  com- 
mencement of  the  war  of  1812,  it  was  threatened  with  two  or  three  I 
light  guns,  dragged  up  the  reverse  during  the  night,  by  a  handful  ofl 
Indians  and  British,  and,  being  unable  to  offer  any  resistance,  was  re-f 
duced  to  an  immediate  surrender, 

It  was  for  a  long  time  an  important  depot  of  the  American  Fur  Com- 


S.  Doc.  112. 


207 


I  .jny,  nnd  is  still  maintained  as  a  military  station  by  the  United  States, 
Kjjjused  as  the  rendezvous  of  the  various  Indian  tribes,  vv^hich  resort 
Ijther  annually  to  receive  their  government  payments. 

Xackinac  is  now  a  plnce  ot"  considerable  traffic,  the  principal  exports 
Ljnff  fish  and  furs,  the  latter  becoming  annually  more  and  more  scarce; 
jnd  the  imports,  blankets,  ready-made  clothing,  fisheuncn's  supplies, 
,i[,(l  trinkets  lor  the  Indians,  who  rarely  carry  away  mi^ch  of  their  re- 
ceipts in  money. 

This  point  is  distant  from  Chicago  340  miles ;  from  Buffalo  about 
(00,  by  water;  and  from  the  Sault  Ste.  Marie  120.  it 

iNo  returns  for  its  coastwise  commerce  are  at  hand  for  1851. 

Its  Canadian  imports  for  1851  were $3,967 

Do  do  1860  3,261 

Increase  on  1851 706 

I  Puties  collected  in  1851 $818 

Do  do       1850 663 

Increase  on  1851 165 


Sault  Ste.  Marie  is  situated  on  St.  Mary's  river,  the  outlet  of  Lake 
Igui'erior,  at  about  120  miles  from  Mackinac,  405  from  Detroit,  and 
921  liom  Washington.  It  is  pleasantly  situated  on  the  west  side  of  the 
jstraits,  and  at  the  foot  of  the  rapids,  whence  its  name.  These  rapids 
jare  about  three-quarters  of  a  mile  long,  at  about  20  miles  below 
Lake  Superior,  with  a  fall  of  about  twenty-one  feet.  The  river  St. 
Ijlary's  is,  in  all,  fiom  Lake  Superior  to  Huron,  about  sixty  miles  in 
llfni'th,  flowing  first  a  few  degrees  north  of  east,  then  bending  abruptly 
flowing  a  few  degrees  east  of  south.  "  Through  its  whole  course 
lit  occupies  the  line  of  junction  between  the  igneous  and  detrital  rocks, 
Iforcibly  illustrating  to  what  extent  the  physical  features  of  a  country 
■are  influenced  by  its  geological  structure."  Between  Mackinac  and  the 
fcault  Ste.  Marie  there  are  innumerable  groups  of  small  islands,  prin- 
Icipally  near  the  northern  shore  of  Lake  Huron  and  the  mouth  of  the 
fct.  Mary's,  their  number  having  been  estimated  at  thirty  thousand. 

None  of  these  are  as  yet  of  any  commercial  importance,  unless  it  be 
|?t.  Joseph's,  which  is  beginning  to  export  grain  and  live-stock. 

Hitherto  the  Sault  Ste.  Marie  has  been  the  head  of  lake  navigation,  in 
Itonsequence  of  the  interruption  caused  by  the  rapids  at  this  point. 

When  it  is  considered  that  the  distance  to  be  overcome  does  not  ex- 
Iceed  one  mile,  with  a  lift  22  feet,  and  that  the  banks  of  the  river  nowhere 
tise  to  above  twenty  feet  above  the  water-line,  and  are  composed  of 
toft,  friable  rock,  imbedded  in  easy  soil,  it  is  astonishing  that  a  ship 
[canal  has  not  been  opened  long  ago  across  this  trivial  portage — trivid 

regard  to  the  labor  and  expense  of  rendering  it  passable  ;  the  cost 
liot  being  estimated  as  likely  to  go  beyond  a  few  hundred  thousand 
Dollars — which  would  open  to  the  American  lake  marine  the  naviga- 
lion  of  the  finest  lake  in  the  world,  furnishing  and  requiring  all  aiticles 
necessary  to  build  up  and  maintain  a  large  and  prosperous  trade. 

In  no  other  respect,  however,  is  this  obstacle  shght  or  trivial ;  for 


^^^H 

■i 

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I 

'i 

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208 


a  Doc.  112. 


li'i 


hi"     I 


5    f 

I '    ' 
■i, 'I 


everything  required  for  the  facilitation  of  the  vast,  numerous  and  wealthy 
iron  and  copper  mines  of  Superior,  including  machinery  of  enormouJ 
weight,  ancl  supplies  and  forage  for  the  men  and  live-stock  employed— 
nor  this  only,  but  the  huge  bl(x;ks  of  native  copper  and  heavy  ore  re- 
turning down  this  route — must  all  be  transported  overland  at  extraordi-j 
nary  difficulty  and  expense.  Even  large  vessels,  several  in  numbti 
annually,  are  transported  over  this  portage  by  means  of  ways  and  horse- 1 
power ;  nor  is  it  in  the  least  extravagant  to  say,  that  the  aggregate 
amount  of  money  thus  unnecessarily  expended  year  after  year,  without 
any  permanent  result,  would,  if  collected  for  a  few  seasons,  defray  not 
only  the  interest,  but  the  prime  cost  of  this  most  necessary  work. 

"  Efforts  have  been  made,  and  will  doubtless  be  renewed,"  says  the  1 
report  of  Messrs.  Foster  and  Whitney  on  the  copper  regions  of  Lake 
Superior,  "  to  induce  the  government  to  construct  a  canal  around  these 
rapids,  and  thus  connect  the  commerce  of  Lake  Superior  with  those  of 
the  lower  lakes.    The  mere  construction  of  locks  is  not,  however,  all  that  ■ 
is  required.  It  will  be  necessary  to  extend  a  pier  into  the  river  above  the 
rapids,  to  protect  the  work  and  insure  an  entrance  to  the  locks.    This  1 
pier  will  be  exposed  to  heavy  currents,  and  at  times  to  large  accumula-  \ 
tions  of  ice,  and  must  be  constructed  of  the  firmest  materials  and  strongly 
protected." 

Materials  of  the  best  quality  can  be  easily  obtained,  as  the  report  1 
goes  to  show,  from  Scovill's  Point,  on  the  Isle  Royale,  or  the  Huron 
islands,  for  the  completion  of  the  works,  which  would  not,  it  is  believed, 
at  any  rate  exceed  naif  a.  million  of  dollars. 

The  effect  of  the  removal  of  this  untoward  obstacle — ^which  deters 
a  large,  useful,  and  healthy  population  from  settling  in  this  region—  1 
keeps  the  mineral  lands  out  of  the  market,  and  in  a  very  great  mea- 
sure debars  the  influx  of  mineral  wealth,  which  could  not  be  otherwise 
shut  out — would  be  to  give  a  general  stimulus  to  trade,  and  an  infusion 
of  vigor,  activity  and  spirit  to  the  whole  movement  of  the  country,  with 
a  general  increase  to  the  national  wealth,  entirely  beyond  the  reach  of 
calculation. 

It  were,  therefore,  undoubtedly  a  wise  and  prudent  policy,  founded 
on  the  experience  of  all  ages,  and  in  nowise  savoring  of  rash  or  specu- 
lative legislation,  to  disburse  the  small  comparative  amount  necessary  at  I 
once  to  render  this  vast  addition  to  the  national  wealth,  commerce,  and 
marine,  available. 

It  is  clearly  impossible  that  young  and  necessarily  poor  States — as  all 
new  States  unavoidably  must  be,  until  their  lands  are  rendered  capable 
of  producing,  and  their  mines  ready  for  exploitation — can  construct  such 
works  at  their  own  expense ;  and  they  must  necessarily  be  raised  by 
aid  from  government,  or  be  left  undone,  from  want  of  aid,  to  the  great 
detriment  of  the  community. 

Another  though  inferior  consideration  is  this — that  in  case  nothing  is 
done  by  the  United  States  government,  a  canal  will  undoubtedly  be  cut, 
even  with  the  disadvantaj^e  of  a  ten-fold  expense,  tb-ough  the  hard, 
igneous  rocks  on  the  British  shore,'  by  the  Canadian  government,  which 
never  lacks  energy  or  enterprise  when  channels  of  commercial  ad- 
vantage are  to  be  opened  or  secured  to  itself.    And  the  result  of  this 


a  Doc.  lid.  20» 

I  ffould  be  the  diversion  from  the  citizens  of  the  United  States  of  th« 
Ijfge  sums  payable,  in  the  way  of  tolls,  on  a  work  ten  times  mor6 
I  expensive  than  would  be  requisite  on  the  American  side. 

The  business  of  the  Lake  Superior  country  for  1851  is  estimated  as 
follows,  for  the  articles  which  crossed  the  portage  at  the  Sault : 

Itnj'orts,  100,000  barrels  bulk;  in  which  are  mcluded  2,000  bundles 
[pressed  hay;  20,000  bushels  of  oats  and  other  kinds  of  grain ;  provi- 
sions, dry  goods,  grdceries,  general  supplies,  and  five  mining  engines; 
I  forming  fui  aggregate  estimated  value  of  $1,000,000. 

The  cxpoits  passing  around  the  rapids,  for  the  same  season,  are  as 
follows: 

1 1,800  tons  of  copper,  at  $350 $630^000 

500  tons  of  iron  blooms,  at  $50 25,000 

|4,0OO  barrels  fish,  at  $6 20,000 

The  imports  are  about  40,000  barrels  bulk  in  excess  of  the  imports 
I  of  1850.  The  cost  of  transportation  on  the  above  one  hundred 
thousand  barrels  bulk  was  an  average  of  about  nine  shillings  a  bar- 
rel from  Detroit,  or  a  gross  sum  of  $112,000  for  the  transportation 
of  100,000  barrels  for  a  distance  of  500  miles,  all  by  water,  with  the 
exception  of  one  mile.  The  opening  of  a  ship  canal  at  this  point 
hvojld  undoubtedly  reduce  this  cost  by  two-thirds  within  three  years; 
and  within  six  years  the  actual  savings  would  defiray  the  whole  cost  of 
I  construction. 

Above  the  Sault  is  the  whole  coast  of  Lake  Superior,  awaiting  only 
J  free  communication  with  the  lakes  below  to  send  forth  the  rich  mineral 
I  treasures  of  that  region  in  exchange  for  the  manufactures  and  merchan- 
Idise  oi'  the  east. 

The  lake  is  355  miles  in  length,  having-     n  American  coast  to  the 
[extent  of  not  much  less  thrm  900  miles.     The  area  of  the  lake  is 
32,000  square  miles ;  its  greatest  breadth  from  Grand  Island  to  Nee- 
pigon  bay  is  160  miles,  and  its  mean  depth  of  waler  900  feet,  with 
Jan  elevation  of  G27  feet  above  the  level  of  the  sea,  and  49  feet  above 
I  the  waters  of  Huitm  5md  Michigan.    The  water  is  beautifully  clear  and 
Itransparcnt,  and  abounds  with  the  most  delicious  fresh-water  fish,  the 
liivor  and   richness  of  which  infinitely  exceed  those    of  the  lower 
jfcikes,  so  that  they  will  always  command  a  higher  price  in  the  market. 
[Onc  specicis,  the  siskawit,  has  only  to  be  known  in  the  New  York  and 
leastern  markets  in  order  to  supersede  all  varieties  of  sea-fish,  tor  un- 
questionably none  approach  it  in  succulence  and  flavor. 

This  lake  is  fed  by  about  eighty  streams,  none  of  them  navigable, 
loxcept  for  canoes,  owing  to  the  falls  and  rapids  with  which  they 
jiilKiund.  The  more  prominent  of  these  rivers,  flowing  through  Ameri- 
Iciin  territory,  are  the  Montreal,  Black,  Presque  Isle,  Ontonagon,  Eagle, 
iLittle  Montreal,  Sturgeon,  Huron,  Dead,  Carp,  Clwcolate,  La  Prairie, 
[Two-hearted,  and  Tequamenen.  The  Ontonagon  and  Sturgeon  are  the 
llargest  and  most  important  rivers,  which,  by  the  removal  of  some  ob- 
Istmctions  at  their  mouths  and  the  construction  of  piers  to  prevent  the 
[formation  of  bars,  might  be  converted  into  excellent  and  spacious  hai- 
16 


tA 


■Ik 


'I 


J  ■■  i 


210 


S.  Doc.  112. 


•  P''"  1 


&    • 


bors,  in  the  immediate  vicinity  of  some  of  the  mo«t  raluable  minej 
•where  the  want  of  safe  anchorage  is  now  severely  felt. 

The  mouth  of  the  Ontonagon  is  already  a  place  of  some  growing 
business,  as  is  La  Pointe,  at  the  Apostle  islands,  where  is  a  soof 
harbor.  Eagle  and  Copper  harbors  are  also  places  of  commerce  fo. 
the  importation  of  supphes  and  the  shipment  of  mineral  pvodnce.  AnceJ 
at  the  head  of  Keweenaw  bay,  Marquette,  Isle  Royale,  where  tLere 
b  a  good  harbor,  are  all  places  rapidly  growing  into  importance.  IJ 
would  seem  that  the  whole  lake  coast,  from  the  Sault  Ste.  Marie  to  the 
Isle  Royale,  is  rich  in  iron  and  copper  ore,  and  it  is  scarcely  possible 
to  conceive  the  results  which  may  be  expected,  when  the  presen 
mines  shall  have  been  developed  to  their  highest  standard  of  pro 
iluctiveness,  and  others,  as  unquestionably  they  will  be,  discovered 
and  prepared  for  exploitation. 

There  are  at  present  two  steamers,  four  propellers,  and  a  considerable, 
number  of  smaller  sailing  craft,  all  of  which  have  been  dragged  overJ 
land,  by  man  and  horse,  across  the  portage,  in  constant  employmeJ 
carrying  up  supplies  and  bringing  back  returns  of  ore  and  metal.    AlII 
these  articles  have  necessarily  to  be  transhipped  and  carried  over  the| 
isthmus ;  and  yet,  under  all  these  disadvantages  and  drawbacks,  the 
traffic  is  profitable  and  progressive.     This  consideration  only  is  suiJ 
ficient  to  establish  the  positive  certainty  of  success  which  would  folloy 
the  construction  of  an  adequate  and  well-protected  ship  canal. 

Indeed  it  may  be  asserted,  without  hesitation,  that  a  well-concerted 
system  of  public  works,  river,  lake,  and  harbor  improvements,  are  only 
wanted  to  render  the  great  lake  regions,  and  this  district  not  the  leastj 
the  most  valuable  and  most  important,  as  they  are  now  the  most  bean 
tiful  and  most  interesting  portion  of  the  United  States. 

The  enrolled  tonnage  for  the  Mackinac  district,  according  to  the  ofJ 
ficial  reports  of  June  30,  1851,  is  stated  at  1,409  tons,  all  sail.  Thi'sf 
is  evidently  inaccurate,  as  there  were  several  steamers  and  propeDersI 
plying,  at  that  very  date,  on  the  lake  above  the  Sault,  and  severall 
small  steamers  running  regularly  on  the  waters  of  Green  bay,  Lai 
Winnebago,  and  the  Fox  river. 

The  extreme  inaccuracy,  looseness,  and  brevity  of  the  returns  kept! 
and  reports  made  from  most  of  the  lake  ports  of  entry  can  hardly  U 
too  much  deprecated  or  deplored,  rendering  it,  as  thej'  do,  impossibk 
to  compile  a  complete  report  of  the  lake  commerce  sufficiently  explicitJ 
and  with  details  sufficiently  full,  to  the  perfect  understanding  of  a  sul) 
ject  at  once  so  intricate  and  so  important. 

Canada  trade  in  1851.                             \ 
Imports $3,967    Duty  collected $8J3 

Pfo.  16. — District  of  Milwavkib. 

Port  of  entry,  Milwaukie;  latitude  43°  3'  45",  longitude  87°  S7'i 
population  in  1840,  1,712;  in  1850,  20,061.  1 

-     This  district,  which  formerly  was  attached  to  that  of  Chicago,  wad 
erected  in  1850,  and  the  returns  embraced  in  this  report,  being  the  iiiil 


Entrancesi  856. 


S.  Doc.  il2.  211 

[  liave  been  made  of  its  lake  commerce,  give  little  opportunity  for 
njiparison. 

[jte  coast  extends  from  Sheboygan,  Wisconsin,  southward  to  the 
^hem  line  of  the  State  of  Illinois,  a  distance  of  about  a  hundred 
jes,  embracing  the  ports  of  Sheboygan,  Port  Washington,  Kenosha, 
LjJouthport,  Racine,  and  Milwaukie.  These  ports  are  aU  situated  in 
(jiiate  of  Wisconsin,  on  the  western  shore  of  Lake  Michigan.  She- 
^gan  is  immediately  adjoining  the  district  of  Mackinac ;  has  a  good 
lation  for  business,  though  the  harbor  needs  some  improvement. 
^  State  legislature  has  authorized  a  loan  for  this  purpose  of  $10,000. 
lere  is  an  excellent  farming  country  in  the  rear  of  Sheboygan,  the 
of  which  ordinarily  produces  good  returns  oi  the  first  quality  of 
uin;  in  the  last  two  years,  however,  the  wheat  crop  has  been  almost 

[total  failure. 

riie  imports  of  this  port  for  1651,  were $1,304,961 

do        do        do  121,705 

Total 1,426,666 

I  Entrances,  730. 

I  Port  Washington,  twenty-five  miles  north  of  Milwaukie,  is  a  port 
fa  growing  and  important  trade,  its  harbor  being  formed  by  the 
tojection  of  a  pier  into  the  lake.  The  town  is  situated  on  a  high  bluff, 
fliicu  shields  the  pier  from  westerly  winds.  The  country  circumjacent 
Uell  adapted  for  agriculture,  grazing,  and  wool-growing.  The  trade 
fthis  port  is  steadily  on  the  increase. 

Bportfi  of  Port  Washington  for  1851 $904,400 

iports  do  do         139,450 

Total M43,850 

J  gouthport,  the  name  of  which  has  been  recently  changed,  with  good 
Me,  to  the  old  Indian  appellation  of  Kenosha,  is  a  flourishing  place 
Jtuated  on  the  bluffs,  35  miles  south  of  Milwaukie,  and  sixty  north  of 
Ibicago.  Under  the  protection  of  the  bluffs  upon  which  the  town 
ands,  piers  have  been  extended  into  the  lake,  alongside  which  vessels 
ly  lie  and  load  or  discharge  cargoes,  except  during  the  prevalence  of 
ong  easterly  gales,  during  the  height  of  which  the  seas  sometimes 
re  heaped  on  the  piers,  and  break  with  such  violence  as  to  compel  the 
dipping  to  stand  off  into  the  lake  for  sea-room.  Like  the  rest  of  this 
wtion  of  the  State  of  Wisconsin,  the  soil  about  Southport  is  of  a  nature 
Encourage  agricultural  pursuits;  and  in  consequence  the  back  coun- 
h-  is  increasing  ^'ery  rapidly  in  population,  and  the  prairies  beginning 
I  export  their  rich  and  varied  produce,  the  result  of  which  is  a  growth 
i  the  commerce  of  the  port  beyond  the  anticipations  of  the  most  san- 
Hine. 

I  returns  show  tlie  imports  for  1851  to  have  been $1,306,866 

Do  do  exports  for  1851 661,228 

Total 1,968,084 


m 


n 


EDtrances,  856. 


I 


%' 


212  S.  Doc.  112. 

Racine  lies  ten  milen  north  from  Kenosha,  on  a  beautiful  strcatnJ 
the  same  namr,  which  forms  a  harbor  in  uU  respects  excellent,  exc/ 
for  the  wonted  drawback  of  an  awkward  bar  at  its  mouth.  The  pol 
lation  of  liacine  in  1840  was  about  l,t>00;  in  1850  it  was  3,in.  m^ 
principal  business,  however,  is  done  on  piers,  which  project  froml 
nouth,  as  at  Kenosha.  The  city  is  on  a  height,  and  is,  without  doul 
the  most  beautiful  site  lor  a  lake  city,  west  of  Cleveland.  The  bj 
country,  depending  on  the  city  for  supplies  and  a  market,  is  very  simi] 
to  that  already  described  in  other  parts  of  the  district.  | 

Its  imports  ior  1851,  were $1,473  ]| 

Exportsfor       do , 1,034,'5| 

Total 2^07,7| 

« 

Entrances,  1,462. 

Milwaukie,  the  port  of  entry  and  principal  port  in  the  district,  is ; 
uated  on  Milwaukie  river,  which  Ibrins  a  good  harbor  tor  vessels  al 
steamers  of  light  draught,  but  it  needs  some  improvement  to  makel 
easy  of  access  to  larger  craft.  The  harbor  ol  Milwaukie  is  in  o| 
respect  very  favorably  situated,  as  there  is  a  sort  of  bay,  or  bayou,  ru 
ning  in  behind  the  north  point,  making  a  tiiir  shelter  against  all  J 
e^isterly  winds. 

The  city  stands  partly  on  the  river,  and  partly  on  the  bluffs,  vli 
are  very  high  and  overlook  the  lake  for  many  miles.  It  is  ninety  mil 
north  from  Chicago,  and  contains  25,000  inhabitants.  It  is  the  termini 
of  the  Milwaukie  and  Missis8i])pi  railw^iy,  which  is  finished  some 
miles  west,  and  is  intended  eventually  to  communicate  with  theMJ 
sissippi  at  Dubuque,  or  Prairie  du  Chien.  This  road  runs  through  o| 
of  the  most  fertile  districts  of  Wisconsin,  and  will  bring  immense  trafl 
to  this  port.  Of  laic;,  owing  mainly  to  the  partial  failure  of  the  whq 
crop  during  the  two  successive  years  of  1849  and  1S50,  the  commcrl 
of  this  district  has  not  augmented  so  rapidly  as  for  several  years  pJ 
viously,  or  as  it  probably  would  have  dune  in  the  event  of  good  i 
average  crops. 

The  city  of  Milwaukie  increased  in  population  from  1,712  inhabj 
ants  in  18*40^  to  20,001  in  1850,  behig  a  ratio  of  1,072  per  cent,  great] 
than  that  of  any  other  city  during  the  same  period.  It  is  situate 
805  miles  northwest  from  Washington. 

The  commerce  in  1851  is  estimated  for  the  city  as  follows: 

Imports $14,571,31 

Exports 2,607,51 

Total J7,179,lj 

^    Entrances,  1,351. 

The  commerce  of  the  whole  district  for  the  same  year  was ; 

Imports *. . .     $19,660,*l| 

Exports i 4,504,7J 

I:      Total 24,125,5l| 

Total  entroncesi  5,000. 


I  the  enrolled  and  li 

ATI  in  the  official  re 

J  2,659  tons  SJiil. 

y'at  the  end  of 

utitto  6,526  tons, 

[^jt  be  iin  error  som 

e  district  should  ha^ 

^h  isconsistencies, 

[llie  reports  of  the  1 

IXhe  following  tabic 

5  of  trade,  in  this  < 

Dparative  trade  of 

lcor(iing  to  the  retui 


irtides. 


li 


..barrds.. 
do 

a  ■    •     ■  \\V  ■    •    •   ■ 

..buslieU.. 

do 

do — 

In do.... 

..povads., 
KM do.... 

do — 

tous.. 

..pounds. 

...Mfeet. 

ItM  ••••■*  *•■■  ''fr * < 

W. barreU. 


ii: 


18: 
4: 

17 

2 
22 
38 

2 

98 


JTbe  imports  con 

the  consumption 

[emigrants.    This 


S    Ddic.  112.  ^ 


sii 


I  The  enrolled  and  licensed  tonn;ige,  on  the  30th  June,  1851,  was  set 
nTi  in  the  official  report  at  2,946  tons,  of  which  287  tons  were  steam, 
I  j)  659  tons  sail.  The  official  report  of  the  collector,  however,  pub- 
j,ed  at  tlie  end  of  the  season,  makes  the  tonnnge  of  the  district 
nfluntto  6,526  tons,  giving  employment  to  325  men.  Therefore  there 
^jt  be  an  error  somewhere,  as  it  is  not  possible  that  the  tonnage  of 
.district  should  have  more  than  doubled  itself  within  a  few  months. 
,],  inconsistencies,  however,  seem  to  be  the  rule,  not  the  exception, 
me  reports  of  the  lake  districts. 

IThe  following  table  will  show  the  business  in  a  few  prominent  arti- 
k  of  trade,  in  this  district,  for  export  from  the  several  ports;  and  the 
Dparative  trade  of  the  port  of  entry  for  the  years  1850  and  1851, 
tording  to  the  returns. 


irtidies. 

MUwaukie. 

Rtfline. 

Kenoflha. 

Sheboygan. 

Port  Wash- 
ingtOB. 

1851. 

1850. 

1851. 

1851. 

1851. 

1851. 

gr barrels.. 

[k do 

^      do . 

113,233 

3,832 

2,331 

181,904 

47,098 

175, 723 

22,233 

226,256 

385,  840 

29,120 

262 

987,840 

100,017 

476 

1,426 

297,758 

2,100 

15,270 

5,000 

126,595 

28,977 
1,112 
1,712 

272,678 

80,898 

40,908 

18,941 

106,471 

112,000 

22,400 

55 

2,651 
56 

163 

3,  CM 

h(gt buskels.. 

U do 

(ley.....--  .ao.... 

m           ....  do  .... 

233,052 
59,769 
55,169 
31,168 
30,731 
20,160 

3,650 
1,000 

2,009 
1,500 

odl pouads-. 

j««      ...do.... 

9,250 
69,440 

hu              ...  tolls  .  . 

276 
1,050,000 

201 

900 

li pounds.. 

oktf M  feet.. 

1,833 

247 

1,199 

3,384 

Am                 M-. 

ih             httfrolfl . . 

200 

Tbe  imports  < 
r  the  consumpt 
emigrants.    1 

consist  pi 
ion  of  a  n 
'his  distri 

•incipally 
ew  count! 
ct  repoitE 

of  assort 
ry — salt, 
i  no  trade 

.ed  mere 
and  the  h 
;  with  Ce 

landise  r 
ousehold 
inada. 

lecessary 
property 

I 

-'  ■■5/. 


i 


m  * 


1214 


S.  Doc.  112. 


Statement  showing  the  principal  articles  of  export  and  import,  eoattmtt 
the  diatrict  of  Milwaukie,  during  the  year  1861. 


IMPORTS. 


Articlei. 


Merchandise 

Sundries 

Salt 

Salt 

Fruit 

Fish 

Lumber 

Laths 

Shingles 

Cedar  posts 

Whiskey 

Coal 

Pig  iron 

Water-lime 

Cut-stone 

Cheese 

Tan-bark 

Railroad  iron,  &c 

Fruit  trees 

Locomotives  . . . . 
i*otter's  clay 


30,594  tons.., 
6,980  "  . . 
31,965  bags . . 
34,881  barrels 
17,517  " 
1,208  " 
40,401  M  feet. 

4,656  M 

13,125  M 

12,788 

6,517  barrels 

2,177  tons... 

607     "     . . 

2,329  barrels 

350  tons... 

124,240  pounds 

1,375  cords.. 

656  tons 

11,150 

4 

160  tons... 


EXPORTS. 


Articles. 


Fk)ur..:.. 

Pork 

Beef 

Wheat 

Oats 

Barley 

Wool 

Hides 

Ashes 

Lard 

Broom-corn 


142,015 

5,000 

4,043 

687,634 

193,405 

137,163 

372,708 

504,500 

1,418 

46,000 

843 


barrels . 
(( 

(( 

bushels . 
(( 

(( 

pounds. 
(( 

tons 

pounds, 
tons 


Value. 


S15,297,0(J 
3,502,2 

4,6^ 
43,60 
26,2J 

4,8 

404,0l| 

46,561 

96,2^ 

2,5^ 

66,17 

I6,2i 

12,4(f 

3,4J 

1,75 

7,4 

27,5(i 

27,8d 

2,7 

40,od 

'  4^ 


19,660,71 


$^2m 

VO,0fl 

28.3ffl 

412,581 

38,681 
274,3( 

ni,8i| 

20,lS 

141,8rt 

3,2^ 

8,d 


Waukegan  is 


H! 


S.  Doc.  112. 

Exports — Continued. 


ftl5 


• 


Aiticlea. 


Corn ; 

Merchandise 

Lead 

Lime 

Brick 

Hay. , 

ghip-knces 

Lumber 

Laths. 

Shingles 

[Fish 

Wood 

Staves 

Hops 

Hoop-poles 

Potatoes 

Sundries 


Quutity. 


72,342  bushels 
1,535  tons  . . 
987,840  pounds 
2,600  barrels . 

853,900 

250  tons... 
279 
1,833  M  feJt" 

247  M 

1,199  M 

3,584  barrels 
10,000  cords  . 

200  M 

10  tons... 

60  M 

25,000  bushels 
4,634  tons. . . 


Valne. 


$28,936 

767,000 

49,392 

3,700 

4,266 

2,500 

5,580 

18,330 

2,470 

2,997 

14,336 

20,000 

4,000 

4,000 

500 

7,500 

2,093,856 


4,564,797 


No.  17. — ^District  of  Chicago. 


-^  ir-f*' 


Port  of  entry,  Chicago;  latitude  42°  00',  longitude  87°  35';  popu- 
lation in  1840,  4,470 ;  in  1850,  29,963. 

This  district  is  about  eighty  miles  in  extent  of  coast-line  from  Michi- 
gan City,  in  Indiana,  to  Waukegan,  Illinois,  embracing  that  portion  of 
the  coast  of  Lake  Michigan  bordering  on  the  States  of  Indiana  and 
Illinois.  Michigan  City,  Waukegan,  and  Chicago,  are  the  only  ports. 
The  commerce  of  Michigan  City  is  comparatively  small;  but  having 
no  definite  returns  from  that  point,  it  may  be  roughly  estimated  at 
$600,000.  It  is  the  only  lake  port  of  Indiana,  and  is  about  forty  miles 
east  from  Chicago,  and  on  the  opposite  side  of  the  lake  to  that  city. 
The  Michigan  Central  railway  passes  through  this  place  en  route  for 
Chicago,  and  <nost  of  the  supplies  of  merchandise  are  received  by  it. 
The  exports  of  flour,  wheat,  corn  and  oats  from  this  place  are  worthy 
of  some  consideration. 

Waukegan  is  situated  forty  miles  north  from  Chicago,  on  the  western 
shore  of  Lake  Michigan,  and  is  a  thriving  place  of  business,  though  its 
harbor  consists  only  of  piers,  extending  into  the  lake,  similar  to  those  at 
Racine,  Sheboygan,  and  other  places  m  the  district  of  Milwaukie.  The 
country  circumjacent  to  it  is  becoming  rapidly  populous,  and  the.  land 
is  fertile  and  adapted  amply  and  abundantly  to  repay  all  the  expenses 
of  toil  and  time  annually  bestowed  upon  it. 
It  cannot,  therefore,  be  reasonably  doubted  that  its  annual  increase 


I;r  ' 


*4  f  >H  <        < 


If  >  * 

f     '       * 


lit  ''' 


fl6 


S.  Doc    112. 


will  not  full  short  of  the  general  progress  of  its  own  and  the  neigliboring 

8tat<l8. 

The  account  of  the  tonnoge  of  this  place  is  as  follows: 

The  entrances  at  Waukegon  during  theyeur  1861  were  1,058;  hcing 

698  steamers,  244  propellers,  l4  brigs,  106  schooners,  2  barques,  and 

3  sloops. 

The  following  is  a  concise  statement  of  the  commerce  of  Waukegan, 

firith  the  names  of  some  of  the  leading  articles  both  of  import  and  ex- 

p^: 

IMPORTS. 


ArtklMk 


Merchandise 

Lumber 

Shingles 

Laths 

Salt 

Flour , 

Apples 

Whiskey 

Lime 

Proom-corn 

Sundries  unenumerated 

Total  impwts . 


.tons. 
.M.. 
.M.. 


...M.. 
.barrels. 
...do... 


..do.. 

..do.. 

..do.. 

.bales. 


Qtti^itj. 


1,110 
4,368 
809 
476 
2,804 
371 
809 
461 
210 
108 


EXPORTB. 


Article*. 


Wheat ..bushels, 

Oats do... 

Corn do... 

Barley .do. . . 

Seed do.. . 

Flour .barrels. 

Pork do.. . 

Eggs do... 

Wool 

Sundries  unenumerated 


■pounds. 


Quurtitjr. 


173,129 

64,090 

29,874 

8,943 

1,480 

3,340 

260 

02 

36,800 


Total  experts. 
Total  imports. 


Total  commerce  of  Waukegan . 


Ykbt. 


S665,000 

43,680 

2,022 

4,750 

4,206 

1,113 

i,2l3 

4,610 

315 

1G3 

2,757 


619,834 


Tala^. 


$103,977 

12,918 

11,949 

4,471 

1,480 

10,020 

3,500 

372 

10,740 

36,391 


194,818 
619,834 


814,663 


S,  f>oc.  112. 


«1T 


The  city  of  Chicago  stands  at  the  mouth  of  the  Chiciign  river,  with  a 
populatiun  of  about  40,000,  and,  as  the  river  debouches  into  the  head 
of  Luke  Michigan,  is  therefore  the  inmost  port  of  the  luke,  and  the  far- 
thest advanced  into  the  country,  which  supplies  its  export  and  consumes 
\[i  import  trade.  It  is,  on  this  account,  most  favorably  situated  tor  a 
cointnerciHl  depot.  The  river  within  a  mile  of  its  mouth  being  made  up 
into  two  afHuents,  the  northern  and  southern,  the  city  lies  on  both  banks 
of  the  main  river,  and  to  the  west  of  both  the  tributaries,  with  floating 
bridges  whereby  to  facilitate  easy  communication  for  the  citizens.  Four 
miles  south  of  tlic  city,  the  Illinois  and  Michigan  cunal  falls  into  the 
south  branch  at  a  place  called  Bridgeport,  and  up  to  this  point  this 
stream  is  navigable  for  the  largest  lake  craft.  The  first  level  of  the 
canal  is  fed  from  this  stream  by  means  of  huge  steam-pumj>s,  which  are 
constantly  employed  in  forcing  water  to  the  height  of  about  eight  feet. 
On  entering  the  canal,  therefore,  the  boats  first  ascend  a  lock  of  about 
eight-feet  lift,  and  thence,  on  their  way  to  the  Illinois,  continually  lock 
downward  till  they  reach  the  lower  level  of  that  valley.  This  canal 
is  ninety-eight  miles  in  length  from  Bridgeport  to  Peru,  on  the  Illinois, 
and  by  means  of  it  the  waters  of  the  Mississippi  and  the  lakes  are  united, 
so  that  canal  boats  can  readily  pass  from  Chicago  to  St.  Louis,  and  vice 
fiersa,  as  indeed  to  any  point  of  the  Illinois  river,  without  detention  or 
transhipment  of  cargo. 

The  Galena  and  Chicago  Union  railway  is  open  from  Chicago  to  Roch- 
ford,  a  distance  of  eighty  miles,  and  wUl  soon  be  finished  to  Freeport, 
where  it  will  effect  a  junction  with  the  Galena  branch  of  the  Illinois 
Central  railway.  The  Chicago  and  Rock  Island  road  is  completed  to 
Juliet,  forty  miles'  distance  from  Chicago,  which  is  eventually  to  con- 
nect Chicago  with  Rock  island,  and  which  is  expected  to  be  completed 
and  opened,  within  the  space  of  one  year,  to  the  Mississippi. 

It  is  proposed  to  intersect  UUnois  with  a  net-work  oi  railways,  by 
which  Chicago  shall  be  connected  with  every  portion  of  the  State;  and 
beside  these  lines,  two  or  three  others  are  projected  with  the  intent  of 
connecting  that  city  with  Green  Bay,  Milwaukie,  Beloit,  and  Janes- 
ville,  Wisconsin,  by  railway,  but  it  is  still  problematical  whether  they 
will  be  wrought  to  a  successful  termination. 

It  is  owing,  doubtless,  to  the  advantageous  situation  above  described, 
that  Chicago  owes  her  rapid  growth  during  the  past  few  years,  her  en- 
viable comtnercial  position  for  the  present,  and  her  briUiant  prospects 
for  the  future. 

In  1840  Chicago  had  a  population  of  less  than  5,000;  in  1850  it  num- 
bered upward  of  28,000,  having  increased  in  one  year,  as  shown  by  the 
returns  of  the  city  census  of  1849,  over  5,200;  and  the  lowest  estimate 
put  upon  the  population  in  January,  1852,  is  35,000  souls,  while  more 
generally  it  is  rated  at  nearly  40,000  individuals.  No  parallel  for  so 
great  an  increase  exists. 

The  following  tables  will  give  some  idea  of  the  details  of  the  com- 
merce of  Chicago,  which  will  be  found  interesting  as  showing  the  pro- 
gressive business  of  the  city,  during  a  lonw  series  of  successive  years, 
as  well  as  the  alteration  of  the  character  of  that  business,  as  affected  by 
tlie  continual  progression  of  the  country,  from  an  earUer  and  more  im- 
perfect to  a  fuller  and  better  developed  system  of  cultivation. 


Iy 


818  S.  Doc.  112. 

The  procrcMive  value  of  the  imports  and  exports  of  Chicn^  U  ex. 
hibited  during  a  aerien  of  fourteen  ^ears,  which  will  be  found  to  give 
the  best  idea  ol  the  actual  progression  of  the  place. 

Import!.  Expofta. 

In  1836 $326,203  $1,000 

1837 373,677  10,066 

1838 679,174  16,044 

1839 630,980  38,843 

1840 662,106  228,036 

1841 664,347  348,862 

1842 664,347  669,306 

1843 971,849  682,210 

1844 1,686,416  785,604 

1846 2,043,446  1,643,619 

1846 2,027,160  1,813,468 

1847 2,641,862  2,296,299 

1861 24,410,400  6,396,471 

From  1842  to  1847  the  leading  articles  of  export  were  wheat,  flour, 
beef,  pork,  and  wooL  The  quantities  exported  in  those  years  were  as 
follows: 

V    Wheat,  buiheli.    Floor,  barrels.  Beef  and  pork,   Wool,  ponodi 

barrels. 

,    In  1842 686,907  2,920  16,209  1,600 

1843 628,967  10,786  21,492  22,060 

1844 891,894  6,320  14,938  96,636 

1846 956,860  13,752  13,268  216,616 

1846 1,469,694  28,046  31,224  281,222 

1847 1,974,304  32,538  48,920  411,488 

From  1848  to  1851  no  valuation  was  made  of  the  importations  or 
exportations  ;  and  the  valuation  of  1848  is  deemed  so  utterly  incorrect 
as  to  be  valueless  and  unworthy  of  citation  ;  for  the  valuution  for  that 
year  included,  under  the  head  of  exports,  every  small  bill  of  sale, 
whether  sent  into  the  circumjacent  country  for  domestic  consumption, 
or  shipped,  coastwise  or  foreign,  by  the  lake,  for  actual  exportation. 
It  is  therefore  set  aside. 

The  following  table  shows  the  importations  of  lumber  during  the 
years  mentioned : 


^*          Articles. 

1847. 

1848. 

1849. 

1850. 

1851. 

Boards feet.. 

Laths No... 

Shingles do... 

38,188,225 

5,655,700 

12,148,500 

60,009,250 
10,025,199 
20,000,000 

73,259,553 
19,281,733 
39,057,750 

100,364,791 
19,890,700 
55,423,750 

125,056,437 
27,583,475 
60,338,350 

'._t^'ii:\i'ii''-t'-ii  .. .-    .          .  ^    -    . 

-■:.  i;       ... 

. 

■    •.,      ': 

~"      '.' 

■  t/  • 


S.  Doc.  112. 


♦«I» 


The  table  below  exhibits  some  of  the  leading  articlcR  of  export 
firom  Chicngo  during  the  same  scries  of  years,  and  shows  the  nature 
and  increase  or  decrease  of  the  trade  in  various  articles : 


Article!. 

1647. 

1848. 

1849. 

1860. 

1861. 

Wheat buahelt.. 

Flour barrel!.. 

Com buiheli.. 

Oat< do.... 

Beef. barrels.. 

Pork do.... 

TbIio V  ..a...  ..  GO  .... 

1,974,304 

38,508 

67.315 

38.898 

86.504 

88.416 

803,435 

139,009 

47,848 

88,243 

411,088 

8,774 

• 

8,160,000 
46,800 

550,460 
65,880 
19,733 
34.467 

513,006 

• 

1)936,864 
61,309 
644,848 
96,849 
46,436 
17,940 

788,451 

66,438 

8(»,013 

158,054 

40.870 

16,508 

719, 100 

724,500 

909,910 

85,409 

913.868 

497,880 

71,839 

3,881,317 

606,887 

53,685 

19,900 

1,084,377 

Lard do.... 

RaMMl... ....  ..do.... 

684,600 
860,709 

2,996,747 
1,584,600 

TAbAflCO  ......  do .... 

809,078 
600,000 

188,768 

Wool pounds.. 

Hidtf No 

580,848 

1,088,9M 
1,617 

,.,      ..  CANADIAN  TRADE  IN  1851. 

Exports  of  domestic  produce  and  manufactures. 

In  American  vessels $93,008 

InBritish  vessels 23,117 

'  '   '••  

Imports.  Dutj  oolleeted. 

In  American  vessels $4,936  $1,204    '• 

In  British  vessels 876  182 

,;                  .                                             •   5,811  1,386 

Tonnage  inward. — American  vessels — -steam 2  662  tons. 

sail 2  290   " 

British  vessels— sail 2  428    " 

Tonnage  outward. — American  vessels — steam 6  2,183  tons. 

sail 7  1,628   "    . 

British  vessels 2  428   " 


The  country  around  the  city  for  miles  is  a  level  prairie,  the  soil  of 
which  is  very  fertile ;  which  has  civen  Chicago  its  great  agricultural 
start,  and  laid  the  permanent  founaation  for  its  increase. 

The  Illinois  and  Michigan  canal,  which  comes  into  the  southern 
stream  at  Bridgeport,  passes  through  one  of  the  finest  agricultural 
districts  in  the  State,  embracing  the  valleys  of  the  Au  Plaine,  de 
Plaine,  Fox,  Kankakee,  and  Illinois  rivers,  and  finally,  by  means  of  the 
latter,  opens  up  to  a  northern  market  the  great  corn  valley  of  the  West* 
This  canal  was  first  opened  for  business  in  May,  1848,  and  has,  there- 
fore, been  but  four  seasons  in  operation.  ,     '-       •   .  <     •     •    >•  -» 


Vfh 


22a 


S.  Doc.  112. 


r^f 


\        1 


t"-? 


1 


i.| 


Owing,  however,  to  a  partial  failure  of  the  wheat  crop  in  this  portion 
©ftheStiitf  (luring  those  three  years,  the  returns  of  tolls  are  much 
smaller  thun.  they  would  otherwise  have  been.  The  effect  of  the 
water  connexion  of  Chicago  with  St.  Louis  may,  however,  be  seen  in 
the  impetus  given  to  the  population  and  commerce  of  the  city  at  or 
near  that  period. 

The  canal  tolls  in  1848  amounted  to  S83,773;  in  1849,  to  $118,787; 
in  1860^  to  $121,972;  and  inUSdl,  to  $173,390. 

According  to  Judge  Thomas's  report,  made  in  compliance  with  a  reso- 
lution of  the  river  and  harbor  convention,  in  1847,  the  first  shipment  of 
beef  was  made  from  Chicago  in  1833 ;  but  that  shipment  must  have 
been  very  trifling,  since,  in  1836  the  whole  exports  from  the  port  were 
valued  at  $1,009;  in  1837  they  rose  to  $11,065;  in  1838  to  $16,044; 
in  1839  to  over  $32,000;  and  in  1840  to  $228,635.  In  1840  the  im- 
ports were  valued  at  $562,106.  Since  that  year  the  increase  in  every 
article  of  export  has  been  rapid,  except  wheat,  which,  for  the  three 
years  last  past,  exhibits  a  decrease. 

The  commerce  of  the  port  of  Chicago  in  1851  amounts  to  the  sum 
of  $29,805,871,  consisting  of  $5,395,471  exports,  and  $24,410,400 
imports.  At  first  view  there  appears  in  this  statement  a  far  greater 
discrepancy  between  the  value  ot  the  imports  and  exports  than  is  usual 
even  m  new  countries.  The  diflference  may,  however,  be  accounted 
for  on  this  consideration :  that,  beside  large  quantities  of  rich  and  costly 
goods,  all  sorts  of  ready-made  clothing,  hats,  caps,  boots,  and  shoes, 
for  the  St.  Louis  market,  are  imported  through  Chicago,  and  by  canal 
and  river  to  their  destination,  tm  going  to  swell  the  importation  returns 
for  the  extensive  and  growing 'trade  of  this  place;  whereas,  the  goods 
are,  fi-om  St.  Louis,  distributed  to  all  sections  of  the  countiy,  as  yet 
too  poor  and  new  to  remit  articles  of  produce  for  exportation  by  the 
same  route.  To  this  it  must  be  added  that  casual  fluctuations  in  the 
market  prices  at  Chicago  or  St.  Louis  frequently  determine  the  course 
by  whicn  inland  domesflc  produce  is  shipped  to  the  seaboard,  whether 
by  the  lakes  or  the  Mississippi,  so  that  there  may  be  an  apparent  bal- 
ance of  trade  against  Chicago,  when  there  is  none  such  in  reality. 

In  1851,  Chicago  received — mostly  from  the  Illinois — and  exported, 
no  less  than  3,221,317  bushels  of  com;  also  received  by  lake,  mostly 
from  the  lumber  districts  of  Michigan  and  Wisconsin,  125,000,000  feet 
of  lumber,  60,000,000  of  shingles,  and  27,000,000  pieces  of  lath,  of 
which,  according  to  the  Chicago  Tribune — esteemed  the  commercial 
journal  of  that  place  most  worthy  of  confidence — 54,000,000  feet  of 
lumber  were  shipped  by  canal,  and  44,000,000  of  these  reached  the 
Illinois  river;  51,000,000  of  shingles  were  shipped  by  canal,  and 
47,000,000  of  these  reached  the  Illinois;  while  oflath  12,000,000  left 
Chicago  for  the  south,  of  which  11,000,000  passed  beytmd  the  terminus 
of  the  canal.  ^  ^ 

The  continued  failure  of  the  wheat  crop  in  northern  Illinois  has  turned 
tlie  attention  of  farmers  to  grazing  and  wool-growing,  for  which  the 
prairie  lands  are  admirably  adapted,  and  of  this  the  results  are  par- 
tially seen  in  the  returns. 

In  1851  there  were  slaughtered  and  packed,  for  American  and  Eng- 
lish markets,  in  Chicago,  21,806  head  of  cattle.     The  shipments  of 


t   S   Doc.  112. 


M  221 


!     ^^^1 


beef  during  the  same  year  were  52,856  barrels;  nnd  it  is  liardly  neces- 
sury  to  say  that  this  beef  is  of  the  finest  quality,  for  ChicaKo  beef  is  at 
this  day  as  well  known,  both  in  the  American  and  English  markets,  for 
its  succulence  and  tenderness,  as  if  it  had  been  an  establislied  article 
in  the  provision  trade  for  centuries,  instead  of  years. 

The  growth  of  wool  in  Illinois  is  not  yet,  by  any  means,  developed, 
the  trade  in  this  article  not  having  been  ten  years  in  existf^nce,  at  the 
utmost,  yet  the  exports  of  1851  amounted  to  1,086,944  pounds. 

Over  and  above  these  shipments,  increased  by  the  addition  of  20,000 
barrels  of  pork,  there  were  exported  during  the  year  ^icui  numbers  of 
cattle,  hogs,  and  sheep,  driven,  or  transported  by  railway  and  steamer, 
from  the  prairies  of  Illinois  to  the  markets  of  Buffalo,  Albany,  and  New 
York,  alive.  If  these  be  taken  as  the  results  of  the  first  few  years  of 
the  grazing  business,  what  may  not  be  expected  of  the  great  resources 
of  these  prairie  States,  when  they  shall  be  fully  developed  and  brought 
nearer  to  market  by  the  railway  facilities  which  are  already  contem- 
plated, and  perfected  by  the  complete  stocking  of  the  grazing  lands? 

Hemp  and  tobacco  are  also  large  products  of  this  State. 

The  arrivals  at  Chicago  for  1851  are  as  follows:  steamers,  662; 
propellers,  183;  schooners,  1,182;  brigs,  239;  barques,  13;  total,  2,279. 
Tonnage  of  the  season,  inward,  968,600. 

The  enrolled  tonnage  of  the  district  on  the  30th  of  June,  1851,  was 
23,105,  being  707  tons  steam,  and  22,397  tons  sail. 

The  following  table  will  exhibit  the  quantity  and  value  of  the  prin* 
cipal  articles  of  export  and  import  coastwise,  at  the  port  of  Chicago, 
during  the  year  1851 : 


EXPORTS. 


Articles. 


Flour barrels — 

Wheat bushels — 

Corn do 

Bailey -do 

Oats -do . 

Hemp pounds. . . 

Beef barrels. . . 

Pork do-.... 

Tallow -pounds. . . 

Lard -do 

Hams -do 

Shoulders do 

Hides number 

Wool pounds 

Tobacco do 

Timothy  seed barrels. . . 

Steam-engines number. . . 

Sugar barrels 

Salt. do 

Reapers number. . . . 


Quantity. 


Yaloe. 


^  71,723 

$215,169 

•436,808 

262,094 

3,221,317 

1,159,674 

8,537 

4,268 

767,089 

15,218 

694,783 

41,687 

52,866 

370,066 

20,622 

287,308 

1,084,377 

65,062 

2,976,747 

238,140 

899,604 

81,960 

650,965 

32,548 

31,617 

88,527 

1,086,944 

326,083 

482,768 

48,275 

1,670 

11,690 

15 

75,000 

709 

14,180 

3,581 

6,371 

552 

66,800 

I 


-I 


l:.^ 


i: 


S.  Doc.  112.  I 

Export* — Continued . 


Article!. 


Potatoes bushels. 

Oil barrels. 

Merchandise tons. . 

High  wines barrels. 

Leather pounds. 

Lead do... 

Iron ' do... 


Furs do... 

Buffalo  robes do. . . 

Cattle number. 

Sundries  unenunierated 


Qnuttity. 


2,000 

78 

2,491 

1,878 

33,875 

1,376,872 

144,380 

564,500 

7,215 

448 


IMPORTS. 


Articles. 


Merchandise tons 

Barley bushels 

Flour barrels.  — 

Wheat bushels. . . . 

Lumber thousand  feet. . 

Shingles thousand. . . . 

Lath thousand  pieces. . 

Timber , cubic  feet. . 

Sugar pounds . 

Molasses gallons. . . . 

Salt barrels. . . . 

Castings,  car  wheels  and  axles,  .pounds. . 

Stoves  . . : number. , . . 

Wood cords 

Wagons number 

Nails  and  spikes pounds. . . . 

Locomotives number. . . . 

Leather pounds. 

Iron tons 

Fruit barrels 

Fish do 


Quantity. 


Coflfee bags. 

Coal tons. 

Sundries  unenumerated 


37,368 

12,331 

6,630 

26,084 

125,056 

60,338 

27,583 

410,679 

3,139,800 

81,156 

128,541 

347,500 

9,742 

5,924 

198 

44,034 

4 

41,567 

10,286 

9,836 

5,257 

11,316 

30,000 


Value. 


$500 

1,872 

1,245,500 

18,780 

16,937 

68,793 

14,438 

564,500 

3,667 

13,440 

48,566 


5,396,471 


Value. 


$21,081,300 

6,166 

19,890 

15,660 

1,250,560 

150,846 

275,830 

21,500 

282,582 

32,462 

192,811 

17,000 

97,420 

11,848 

9,900 

2,642 

40,000 

20,783 

411,440 

14,764 

27,036 

135,792 

150,000 

142,190 


24,410,400 


most  interesting 
vhole  lake  coun 


This  lake  lies 

east  and  west,  ai 

British  province 

north  to  south,  ai 

a  depth  of  watei 

are  the  outlet  o 

Chazy,  Au  Sable 

Its  outlet  is  by  t 

Lawrence,  some 

The  New  Yorl 

the  most  opposite 

part  highly  cultiv 

tarms,  furnishmg 

counties  of  New 

into  vast  mountsii 

and  interviiles,  sc 

ten  thousand  ton 

nearly  three  thou 

entered  the  Chan 

There  is,  mor« 

passing  down  th 

millions  of  feet. 

The  whole  val 
about  eleven  mill 


S.  Poc.  112. 


THE  LAKES. 


•If* 


2^ 


Heretofore  the  various  districts  of  collection  have  been  presented 
separately,  with  such  statistics  as  were  attainable  and  deemed  neces* 
garyi  in  regard  to  their  respective  trade,  tonnage,  local  resources, 
avenues  and  outlets  ibr  external  communication,  and  for  the  facilities 
of  exporting  and  importing  produce,  merchandise,  &c. 

In  many  cases,  however,  the  establishment  of  the  districts  beins 
arbitrary,  to  suit  the  conveniences  of  the  custom-house,  and  founded 
aeither  on  geographical  position,  nor  territorial  limits  of  States — so  that 
at  one  time  characteristics  the  most  different  are  presented  in  one  and 
the  same  district,  and  at  another  many  adjacent  districts  possess  iden- 
tically the  same  qualities  and  facilities — it  has  been  judged  best,  with 
a  view  to  presenting  a  general  and  comprehensible  synopsis  of  the  va- 
rious regions,  with  their  several  interests,  trades,  improvements,  and 
requirements  of  farther  improvement,  to  give  a  cursory  sketch  of  this 
most  interesting  region,  lake  by  lake;  and  thereafter  to  collect  the 
whole  lake  country,  with  its  interests,  and  influence  on  the  cities  of  the 
Atlantic  coast,  and  on  the  increase,  wealth,  and  well-being  of  the  con- 
federacy at  large,  into  one  brief  summary. 

Commencing,  therefore,  from  the  easternmost  terminus  of  the  lake 
country  proper,  and  proceeding  in  due  order  westward,  the  first  to  be 
mentioned  is, 


tv^ii^^'r 


LAKE    CHAMPLAIHr. 


This  lake  lies  between  the  States  of  Vermont  and  New  York,  on  the 
east  and  west,  and  for  a  small  distance,  at  the  UOTthern  end,  within  the 
British  province  of  Canada  East.  It  is  about  110  miles  in  length  from 
north  to  south,  and  varies  in  width  from  half  a  mile  to  14  miles,  with 
a  depth  of  water  varying  from  64  to  282  feel.  Its  principal  feeders 
are  the  outlet  of  Lake  George,  at  Ticonderoga,  the  rivers  Saranac, 
Chazy,  Au  Sable,  Missisquoi,  Winooski,  and  Wood  and  other  creeks. 
Its  outlet  is  by  the  Sorel,  Richelieu,  or  St.  John's  river,  into  the  St. 
Lawrence,  some  45  miles  below  Montreal. 

The  New  York  and  Vermont  shores  of  this  lake  are  of  a  character 
thp  most  opposite  imaginable,  that  to  the  eastward  being  for  the  most 
part  highly  cultivated,  fertile,  and  well  settled,  with  grazing  and  dairy 
tiirms,  furnishing  supplies  for  a  thriving  business  in  produce ;  while  the 
counties  of  New  York  to  the  westward,  wild,  rocky,  barren,  and  rising 
into  vast  mountains  intersected  by  lakes,  with  little  or  no  bottom  lands 
and  intervales,  sends  down  lumber  and  iron  in  vast  quantities ;  above 
ten  thousand  tons  of  iron  ore,  nine  thousand  of  bloom  and  bar,  and 
nearly  three  thousand  of  pig-iron,  having  passed  down  the  lake  and 
entered  the  Champlain  canal  in  1851.    . 

There  is,  moreover,  a  large  lumber  trade,  partially  from  Canada, 
passing  down  this  lake  and  canal,  to  the  amount  last  year  of  116 
millions  of  feel. 

The  whole  value  of  the  commerce  of  Lake  Champlain  was,  for  1846, 
about  eleven  millions;  for  1847,  seventeen;  and  for  1851,  above  twenty- 


1 

it 


iM 


S*  Docv  lld# 


U«^5 


...1 


I:' 


six  millions  of  dollars.  Its  licensed  tonnage  for  the  same  year  was 
8,130.  The  avenues  and  outlets  of  this  lake  trade  are  the  Chambly 
canal,  and  Sorel  river  improvements,  to  the  St.  Lawrence  river,  affout 
ing  a  free  navigation,  up  or  down  the  lakes  from  the  Sanlt  Ste.  Marie 
to  the  Gulf  of  St.  Lawrence;  and  the  Champlain  canal,  uniting  at 


Waterford  with  the  Erie  canal  and  Hudson  nver,  and  thence 


giving 


access  to  the  port  of  New  York  and  the  Atlantic  ocean ;  the  Ogden^ 
burg  railroad,  from  a  fine  port  on  the  St.  Lawrence,  crossing  the 
upper  end  of  the  lake,  to  Burlington,  where  it  makes  a  junction 
with  the  Rutland  and  Vermont  Central  railroads,  and  so  proceeds 
to  Boston  and  the  eastern  harbors  of  the  Atlantic ;  and  the  White- 
hall railroad  by  Ballston  to  Troy,  whence  it  has  communication,  vii 
the  Harlem  and  Hudson  river  railroads,  with  the  city  of  New  York— . 
vast  facilities  for  transportation,  to  which  may  be  added  all  the  advan- 
tages  for  vessels  ascending  the  lakes,  and  coasting,  possessed  individu- 
aify  by  each  of  the  regions  lying  above  it,  on  the  St.  Lawrence  basin. 

■•  *  LAKE  ONTARIO. 

This  lake  is  180  miles  in  length  by  40  miles  in  average  width;  its 
mean  depth  is  500  feet,  its  height  above  the  sea  232,  and  its  area  6,300 
square  miles ;  its  principal  sfiluent  is  the  outlet  of  the  superfluous 
waters  of  all  the  great  upper  lakes,  by  the  Niagara  Falls  and  river. 

Its  only  tributaries  of  any  consequence  are,  from  the  Canadian  side 
the  Trent  and  Credit,  and  from  the  State  of  New  York  the  Black  river, 
the  Oswego,  and  the  Genesee.  Its  natural  outlet  is  by  the  channel  of 
the  St.  Lawrence,  through  the  thousand  isles,  and  down  a  steep  descent, 
broken  by  many  rapids  and  chutes,  to  Montreal;  and  thence  without 
further  difficulty  to  the  ocean. 

The  shores  of  this  lake  on  both  sides,  but  more  especially  on  the 
southern  or  New  York  coast,  combine  perhaps  the  most  populous,  thickly- 
settled,  and  productive  agricultural  regions  of  the  United  States,  inter- 
spersed at  every  few  miles  of  length  by  fine  and  flourishing  towns,  and 
beautiful  villages,  resting  upon  a  wheat  country — that  of  Genesee— in- 
ferior to  few  in  the  world  for  the  productiveness  of  its  soil,  and  the 
quality  of  its  grain;  and  a  fruit  or  orchard  countfy  not  easily  surpassed. 
It  has  also,  bordering  on  its  southern  shore,  the  most  valuable  and 
largely  exploited  salt  district  of  the  United  States ;  while  all  the  regions 
adjoining  it  possess  rare  advantages  in  their  admirable  system  of  in- 
ternal communication,  arid  especially  in  the  Erie  canal,  running  nearly 
parallel  to  the  lake,  through  their  whole  length  for  a  distance  of  three 
hundred  and  sixty-three  miles  from  Buffalo,  on  Lake  Erie,  to  Albany, 
on  the  Hudson  river.  The  abundant  water-power  afforded  by  the  i 
rivers  falling  into  this  side  of  the  lake  is  turned  to  much  profit  ibr  the 
flouring  both  of  domestic  and  imported  grain,  for  transhipment  by  canal  | 
for  New  York  and  the  Atlantic  harbors. 
•    The  avettues  and  outlets  of  the  lake  are  as  follows: 

It  is  united  with  Lake  Erie  by  the  Welland  canalj  round  the  Falls 
of  Niagara,  capable  of  admitting  vessels  of  twenty-six  feet  beam,  one 
hundred  and  thirty  feet  over  allj  and  nine  feet  draUj^ht — ^the  heaviest! 
tbftt  can  be  can'ied  across  the  fldts  of  Lake»Stk  0100*  above,  and  St 

I 


S.  Doc.  112. 


226 


Peters  below — and  equal  to  the  stowage  of  three  thousand  barrels  under 

deck.  . 

With  the  Gulf  of  St.  Lawrence  it  hns  communication  by  the  La- 
chine,  Beauharnois,  Cornwall,  and  Williamsburg  canals,  of  superior 
capacity  even  to  those  on  the  Welland,  constructed  to  admit  the  large 
lake  steamboats  plying  between  Montreal,  Kingston,  and  Oedensburg. 
Besides  these,  it  has  the  Oswego  canal,  falling  into  the  Erie  canal  at 
Syracuse;  and  the  Ogdensburg  and  the  Oswego  and  Syracuse  railways, 
uniting  with  the  Albany  and  Buffalo,  Great  Western,  Hudson  river, 
and  Vermont  system  of  railways,  having  ramifications  through  all  the 
liew  England  States,  and  opening  up  to  it  free  access  to  all  the  more 
important  harbors  mi  the  Atlantic. 

In  addition  to  these  direct  outlets,  it  of  course  incidentally  pos^e^je^ 
all  those  opening  from  Lake  Cham  plain. 

The  value  of  the  commerce  of  this  lake  for  1851  amounted  to  about 
thirty  millions,  and  its  licensed  tonnage  to  thirty-eight  thousand  tons. 
The  first  steamer  was  launched  on  this  lake  in  1816. 


■1 


^;!! 


LAKE   ERIE. 


regions 
m  of  in- 
g  neaiiy 
of  three 
Albany, 

by  the 

t  for  the  I 

3y  canal 


lie  Falls 
pam,  one 
I  heaviest  | 
and  St 


This  lake,  which  lies  between  41°  22'  and  42°  52'  N.  latitude,  and 
1 78"  55'  and  83°  23'  W.  longitude,  is  elliptical  in  shape ;  about  265  miles 
in  length,  60  average  breadth,  120  feet  mean  depth,  and  565  feet  above 
tide-water;  322  above  the  level  of  Lake  Ontario,  52  below  that  of 
Lakes  Huron  and  Michigan;  being  the  shallowest,  and,  of  consequence, 
most  easily  frozen,  of  all  the  great  lakes. 

Lake  Erie  is  singularly  well  situated  with  regard  to  the  soil,  char- 
acter, and  commercial  advantages  of  the  countries  circumjacent  to 
I  its  waters;  having  at  its  eastern  and  southeastern  extremity  the 
fertile  and  populous  plains  of  western  New  York;  west  of  this,  on  the 
I  southern  shore,  a  portion  of  Pennsylvania,  and  thence  to  the  river 
Ijlaumee,  at  the  western  extremity  of  the  lake,  the  whole  coast — pro- 
Iductive  almost  beyond  comparison^-of  Ohio,  containing  the  beautiful 
land  wealthy  cities  of  Cleveland,  Sandusky,  and  Toledo.  On  the  west 
lit  is  bounded  by  a  portion  of  the  State  of  Michigan,  and  on  the  nortlt 
Iby  the  southern  shore  of  the  rich  and  highly  cultivated  peninsula  of' 
ICanada  West — undoubtedly  the  wealthiest  and  best  firmed  district  of 
Jlhe  Canadian  province,  and  settled  by  an  energetic,  industrious,  and 
Intelligent  population,  mostly  of  North  of  England  extraction  and  habit, 

nd  differing  as  widely  as  can  be  conceived  from  the  French  and  Irish 
|igriculturists  of  the  lower  colony. 

The  whole  of  the  country  around  Lake  Erie  is,  to  speak  in  general 
lerms,  level,  or  very  slightly  rolling,  with-  a  deep,  rich,  alluvial  soil,, 
levered  in  its  natural  state  with  superb  forests  of  oak,  maple,  hickory, 
l)lack  walnut,  and  in  certain  regions  pine,  and  producing  under  culti-- 
ration  magnificent  crops  of  wheat,  corn,  barley,  and  oats,  besides  feed-- 

;  annually  vast  multitudes  of  swine  and  beef-cattle  for  the  eastern, 
[irovincial,  and  transatlantic  marts.  No  equal  amount  of  land,  perhaps,, 
n  the  face  of  the  globe,  contains  fewer  sterile  or  marshy  tracts,  or  mouO' 
oil  capable  of  high  cultivation  and  great  productiveness,  than  this 
kgion-^as  is  already  evidenced  by  its  large  agricultural  exports ;  and 
16 


;  I 


i^   i 


226 


S.  Doc.  112. 


ik  ' 


hi* 


It 


\«rhen  it  is  considered  that  the  portions  under  cultivation  are  as  yet 
comparatively  a  small  part  of  the  whole,  while  none  has  probably  been 
yet  brought  to  the  utmost  limit  of  profitable  culture,  what  it  may  one 
day  become,  is  as  yet  wholly  incalculable. 

This  lake  has  few  islands,  and  these  principally  toward  the  wpstem 
end ;  but  on  the  northern  shores  it  has  three  considerable  promonto. 
ries — Long  Point,  Landguard  Point,  and  Point  au  Pele — ^which  do 
not,  however,  afford  mucn  shelter  to  shipping. 

The  tributaries  of  this  lake  are :  From  Canada  the  Grand  river,  a 
stream  of  considerable  volume,  with  tine  water-power,  having  at  ju 
mouth  the  harbor  of  Port  Maitland,  probably  the  best  on  the  whole 
lake,  and  the  only  one  worthy  of  note  on  the  Canada  side.    From  New 
York  it  receives  the  Cattaraugus  creek,  and  the  Bufiklo  creek,  at  the  I 
outlet  of  which  is  the  flourishing  city  and  fine  harbor  of  Buflalo.  From 
.iOhio  it  is  increased  by  the  waters  of  the  Maumee,  Portage,  Sandusltv 
Vermillion,  Black,  Cuyahoga,  Grand,  Ashtabula,  and  Conneaut  rivers, 
rand  by  those  of  the  Elk  and  some  other  small  streams  from  Pennsyl! 
•vania.     Infinitely  its  largest  and  most  important  affluent  is,  however, 
jthc  wide  and  deep  river  of  Detroit,  which,  flowing  down — ^with  a  rapid 
stream  and  mighty  volume  of  water — a  descent  of  52  feet  in  some  60 1 
jmiles,  pours  into  it  the  accumulated  surplus  of  the  three  mighty  lakes 
, above  it,  and  all  their  tributary  waters. 

JtStoatural  outlet  is  the  Niagara  river,  which,  with  an  average  width! 
sof'tbree  quarters  of  a  mile  and  a  depth  of  forty  feet,  descends,  in  about  I 
>d;5jxitles,  322  feet  over  the  foaming  rapids  and  incomparable  cataractl 
.of  f^agara,  which  of  course  prevents  the  possibility  of  navigation  or) 
ilotation  -down  the  stream,  though  it  is  crossed  at  several  points  by  fer<| 
^ries  ofxvarious  kinds.  I 

JLoke  Erie,  however,  is  connected  with  Ontario  by  the  Wellandj 
«aaaaS[,  .a  i&oble  work  on  the  Canadian  side,  having  a  descent  of  334  teetl 
lefiected  iby  means  of  37  locks,  and  passable  from  lake  to  lake  by  ves-l 
«els  of  134  feet  over  all,  26  feet  beam,  and  9  feet  draught,  stowingl 
SfOQOiharreis  under  deck.  r 

Bytimeans  of  this  fine  improvement,  it  has  free  egress  to  Lake  Od-| 
^Itsaioj  and  thence  to  the  St.  Lawrence ;  and  by  the  various  improve 
ments  of  that  river,  and  communications  from  Ontario  and  Champlain 
lo,many  points,  as  heretofore  enumerated,  on  the  Atlantic  seaboard. 
'  The  artificial  outlets  of  this  lake  are  very  numerous,  and  no  less  in 
portant;  many  of  them  already  of  considerable  age,  and  reflectin 
much  credit  on  the  early  energy  and  enterprise  of  the  State  ofNevi 
York,  by  which  they  were  principally  constructed,  in  order  to  secure  j 
precedence  in  the  trade  of  the  great  West. 

These  are,  the  Welland  canal,  as  described;  the  Erie  cana 
connecting  the  waters  of  Lake  Erie  with  the  Hudson  river,  and  thu 
by  direct  navigation  with  the  Atlantic;  the  Erie  and  Beaver  cana 
from  Erie,  Pennsylvania,  to  Beaver,  on  the  Ohio,  affording  access  \\ 
Pittsburg  and  Cincinnati ;  the  Ohio  canal,  connecting  it  with  the  Oh 
river  at  Portsmouth,  one  hundred  miles  above  Cincinnati,  and  again  (bj 
a  branch  to  Beaver)  with  the  same  river  about  forty  miles  below  Pitts 
burg;  the  Erie  and  Miami  canal,  from  Toledo  to  Cincinnati;  andth 
Wabash  canal,  connecting  the  Miami  and  Erie  with  the  Ohio  at  Eva 


S.  Doc.  112. 


227 


ville,  in  Indiana;  and  with  the  Wabash  river  navigation  at  Lnfayette, 
j,  the  same  State. 

For  land  steam  transportation  it  has  the  New  York  Central  railway 
to  Albany,  where  it  communicates  with  the  Great  Western,  Hudson 
river,  Harlem,  Housatonic,  and  all  the  eastern  railroads;  the  Buflklo 
and  Corninff  and  New  York  railroad,  connectinj^  at  HornelsviUe  and 
Coming  with  the  Erie  railroad,  direct  from  Dunkirk  to  New  York  city, 
and  the  projected  Buliido  and  Brantford  railway  to  Brantford,  Canada 
West.  It  has,  again,  through  the  State  of  Ohio,  the  Cleveland  and  Co- 
lumbus railway,  the  Columbus  and  Xenia  railway,  and  the  Little  Mi- 
ami railway,  to  Cincinnati ;  the  Sandusky  and  Mansfield  railway,  con- 
necting with  the  Cleveland  and  Colu(nbus  road  at  Shelby ;  the  Madison 
and  Lake  Erie  railroad,  from  Sandusky  city  to  Springfield,  and  thence 
bv  the  Little  Miami  railroad,  in  one  connexion,  and  by  the  Great  Mi- 
ami railroad  (the  Cincinnati,  Hamilton  and  Dayton  road)  in  another,  to 
Cincinnati ;  and  the  Lake  Shore  railway,  destined  to  be  carried  to  To- 
ledo, where  it  will  connect  with  the  Michigan  Southern  railroad  to  the 
head  of  Lake  Michigan  and  to  Detroit, whence  it  will  have  access  to 
iNew  Buffalo  and  Chicago,  and  ultimately  to  Galena  and  the  Missis- 
sippi, and  Fond  du  Lac,  Winnebago,  and  Green  Bay,  on  Lake  Mich- 
igan. 

The  estimated  value  of  the  commerce  of  Lake  Erie  is  $209,712,520. 
Bit  it  is  difficult  to  define  accurately  between  the  lakes,  so  closely  is 
tbeir  trade  intermingled. 

The  licensed  tonnage  of  the  lake  is  138,862  tons,  of  which  a  large 
and  increasing  proportion  is  steam. 


■ft'  )l 


»    I 


LAKE    ST.  CLAIR. 


This  small  lake,  which  forms  the  connecting  link,  by  means  of  the  St. 

I  Clair  and  Detroit  rivers,  between  Lakes  Huron,  Michigan,  and  Erie,  is 

but  an  inconsiderable  sheet  of  water  if  cocnT«3red  with  the  vast  inland 

seas  above  and  below  it,  not  exceeding  twenty  miles  in  length  by  thirty 

in  width.     It  has  an  average  depth  of  twenty  feet  of  water,  although  its 

mudflats  between  Algonac  and  the  embouchure  of  the  Thames  river 

[are  extremely  shoal,  covered  with  luxuriant  crops  of  wild  rice,  and 

navigable  only  by  a  shallow  and  tortuous  channel,  never  capable  of  ad- 

I  milting  above  nine,  and  in  dry  seasons  not  more  than  seven  or  eight  feet 

[burden.     It  receives  fiom  the  Canadian  shore  the  Thames  river,  with 

Isome  smaller  streams,  the  principal  of  which  is  the  Chenail  Ecarte ;  and 

[from  Michigan  the  river  Clmton,  at  the  mouth  of  which  is  Mt.  Clements, 

Iwhich  with  Algonac,  at  the  outlet  of  the  St.  Clair,  its  principal  affiuent, 

jare  the  only  shipping  places  on  its  waters. 

At  the  upper  end.  Lake  St.  Clair  is  filled  with  many  large,  low  islands, 
Isome  of  them  bearing  such  trees  as  love  the  waters  these  being  capable 
jof'some  degree  of  cultivation,  and  others  mere  flats,  covered  with  wild 
Imeadows,  affording  rank  grass  as  their  sole  production.  From  the  prin- 
Icipal  channel,  looking  toward  the  Canadian  coast,  the  whole  expanse  of 
[the  lake  lor  many  miles'  distance  resembles  a  vast  morass  of  the  waving 
h'M  rice,  intersected  by  small  winding  bayous ;  close  to  the  Canadian 


828 


S.  Doc.  112. 


^' 


l\ 


shore,  however,  there  is  another  pass  from  the  mouth  of  the  Thames 
lakeward. 

This  lake  has  little  commerce  proper  to  itself  beyond  the  sale  of 
wood,  fruit,  vegetables,  and  supplies  for  passing  steamers  tmd  sailing 
craft,  although  some  ship-buildmg  is  done  on  its  waters,  and  the  largest 
steamboat  running  on  the  lakes  was  launched  upon  them. 

No  separate  returns  of  the  small  shipping  places  in  the  district  of  De- 
troit  having  been  made  since  1847,  it  is  impossible  even  to  approximate 
the  trade  of  Lake  St.  Clair ;  but  when  it  is  considered  that  the  whole 
business  of  the  upper  lakes,  including  the  prosperous  towns  and  im- 
measurably  wealthy  back  countries  on  both  sides  of  Lake  Michigan 
and  all  the  mineral  regions  of  Lakes  Huron  and  Superior,  pass  throuelJ 
this  outlet,  it  cannot  but  appear  at  a  glance  how  vitally  necessary  is  the 
action  of  Congress  for  the  removal  of  the  obstructions  in  Lake  St.  Clair  and 
Lake  St.  Geoige,  and  the  construction  of  a  ship  canal  around  the  Sault 
Ste.  Marie ;  nor  can  it  fail  to  strike  every  one  who  compares  the  apathy 
of  the  American  government,  in  opening  the  navigation  of  the  upper  I 
lakes  and  the  St.  Lawrence,  with  the  energy  and  earnestness  displayed 
by  the  British  and  Provincial  authorities  in  conquering  the  far  superior 
obstacles  presented  to  navigation  on  its  lower  waters,  and  in  perfectino 
a  free  ingress  and  egress  from  the  ports  of  Lakes  Huron  and  Michigan 
lb  the  tide-waters  of  the  Atlantic  ocean.  I 

The  commerce  of  all  the  lakes  to  the  northward  and  westward  of  I 
Lake  Erie  has  an  estimated  value  of  above  sixty  millions  of  dollars,  f 
with  a  licensed  tonnage  of  nearly  thirty  thousand  tons  of  steam  and 
sail — a  wonderful  amount,  when  the  brief  period  of  the  existence  of  this  1 
trade,  and  of  the  States  themselves  which  furnish  it,  is  taken  into  con- 
sideration. ,;^ 


LAKE  HURON. 


ir 


This  superb  sheet  of  water  lies  between  Lake  Superior  on  the  north- 
west. Lake  Michigan  on  the  southwest  and  west,  and  Lakes  Erie  and  I 
Ontario  on  the  south  and  southeast.  It  is  two  hundred  and  sixty  miles  I 
in  length,  and  one  hundred  and  sixty  in  breadth  in  its  widest  part,  in- 1 
elusive  of  the  Georgian  bay,  a  vast  expanse — almost  a  separate  lake— I 
divided  from  it  by  the  nearly  continuous  chain  of  promontory  and! 
islands  formed  by  the  great  peninsula  of  Cabot's  Head,  the  ManitoulinJ 
Cockburn,  and  Drummond  groups,  up  to  Point  de  Tour,  the  easlern-| 
most  cape  of  northern  Michigan.  It  is  said  to  contain  thirty-two  thou- 
sand islands,  principally  along  the  northern  shore  and  at  the  nortli-l 
western  end,  varying  in  size  from  mere  rocky  reefs  and  pinnacles  tol 
large  and  cultivable  isles.  The  surface  of  Lake  Huron  is  elevated  fivel 
hundred  and  ninety-six  feet  above  the  surfiice  of]  the  Atlantic,  and  de-j 
pressed  forty-five  below  that  cC  Lake  Superior,  and  four  below  that  oil 
Michigan.  Its  greatest  depth  is  one  thousand  feet,  near  the  west  shore,| 
Its  mean  depth  is  nine  hundred  feet. 

It  is  bounded  on  the  north  and  east  by  the  Canadian  shore,  whiclij 
abovq  Goderich,  is  bold  and  rocky,  carrying  a  great  depth  of  water  tol 
the  base  of  the  iron-bound  coast,  with  an  interior  country  which  mayl 
be  generally  described  as  a  desolate  and  barren  wilderness. 


S^  Doc.  112^ 


Xt  the  southern  extremity  of  the  Great  Georgian  bay,  whence  there 
jj  a  portnge  via  Lake  Sinicoe  to  Toronto,  not  exceeding  a  hundred 
miles  in  length — the  future  line  of  a  projected  railway — is  the  small 
naval  and  military  station  of  Pfnetanguishine,  with  some  unimportant 
Canadian  settlements  on  the  river  Wye,  Nottawasauga  bay,  Owen's 
sound,  &c.,  and  on  the  islands  westward  of  it  some  considerable  reserves 
of  Chippewa  and  Pottawatomie  Indians.  Far  up  the  northern  shore 
iire  the  bruce  mines,  under  the  Lacloche  mountains,  and  opposite  to 
tbem  the  settlement  on  the  fertile  and  partially  cultivated  island  of  St. 
Joseph.  These  are  all  the  signs  of  cultivation  or  improvement  on  the 
British  side,  below  the  river  St.  Mary's,  on  which  there  is  a  long, 
straggling  village,  with  a  fort  or  station  of  the  Hudson  Bay  Company, 
over  against  the  American  village  at  the  Saull..  On  the  west  it  has  the 
eastern  coast  of  Michigan,  with  the  deep  indentation  of  Saginaw  bay, 
as  yet  thinly  settled  and  only  cultivated  to  a  limited  degree,  though  the 
lands  of  the  interior  are  of  unsurpassed  excellence  and  fertility  as  a 
grain  country,  and  at  the  present  time  extremely  valuable  for  their  fine 
lumber. 

Lake  Huron  is  ill-provided  with  natural  harbors,  having  none  on  the 
eastern  shore,  except  that  afforded  by  the  entrance  of  a  small  river  at 
Goderich,  between  the  St.  Clair  river  and  Cape  Hurd,  on  Cabot's  Head. 
The  western  shore  has — though  somewhat  better  provided — only  two 
or  three  safe  places  ot  shelter  in  heavy  weather,  the  principal  and  best 
of  which  are  Thunder  bay  and  Saginaw  bay,  the  latter  of  which  con- 
tains several  secure  and  commodious  havens.  This  lake  has  no  out- 
lets of  any  kind  for  its  commerce,  except  the  natural  channel  of  its 
waters,  by  the  river,  and  across  the  tlats  of  St.  Clair  to  the  eastward — 
no  canal  or  railroad  as  yet  opening  on  its  shores ;  though  it  will  cer- 
tainly not  be  many  years — perhaps  not  many  months — before  the  great 
Western  railroad  through  Canada  will  open  to  it,  via  Penetanguisnine, 
Hamilton,  and  the  Niagara  Falls  and  Buffalo  railways,  a  direct  and 
very  short  communication  with  the  Atlantic  seaboard — making  a  saving 
of  above  six  hundred  miles  of  distance  fi-om  the  Sault  Ste.  Marie.  By 
the  straits  of  Mackinaw  it  has  an  outlet  to  the  southward,  into  Lake 
Michigan,  and  enjoys  through  it  communication,  via  Green  bay  and  Lake 
Winnebago,  the  Fox  and  Wisconsin  rivers,  with  the  Mississippi  and  the 
Gulf  of  Mexico. 


1 


it', 


LAKE   MICHIGAX. 

This,  which  is  second  of  the  great  lakes  in  size — inferior  only  t« 
Lake  Superior — is,  in  situation,  soil  and  climate,  in  many  respects, 
preferable  to  them  all.  Its  southern  extremity  running  southward,  into 
fertile  agricultural  regions,  nearly  two  degrees  to  the  south  of  Albany, 
and  the  whole  of  il;s  great  southern  peninsula  being  embosomed  in  fresh 
waters,  its  climate  to  the  southward  is  mild  »nd  equable,  as  its  soil  is 
rich  and  productive.  It  lies  between  41°  58'  and  46°  north  latithde, 
and  84°  40'  and  87°  8'  west  longitude ;  is  360  miles  in  length,  and  60 
in  average  breadth ;  contains  16,981  square  miles,  and  has  a  mean 
depth  of  900  feet.  On  its  western  shore  it  has  the  great  indentation  of 
Green  bay,  itself  equal  to  the  largest  European  lakes,  being  a  hundred 


u 


880 


S.  Doc.  112. 


1 


miles  in  lengtli,  by  thirty  in  breadth,  well  8hnltrrr«?  nt  its  montli  hy 
the  Traverse  isliinds,  und  having  tor  its  priDcipul  utliucnl  the  outlet  of 
Luke  Winnebago  and  the  Fox  river. 

The  other  principal  tributaries  of  Lake  Michigan  ore  the  Mnnistee 
Maskegon,  Grand,  Kalamazoo,  and  St.  Joseph  rivers,  from  the  southern 
peninsula  of  Michigan ;  the  Des  Plaines,  O'Pluines,  und  Chicago  rivers 
from  Indiana  and  Illinois ;  and  from  the  northern  peninsula  of  Michigan 
the  Menomonie,  Escanaba,  Noquet,  White-fish,  and  Manistee  rivers. 

The  lake  is  bounded  to  the  eastward  by  the  rich  and  fertile  lands  of 
the  southern  peninsula  of  Michigan — sending  out  vast  supplies  of  all 
the  cereal  grains — wheat  and  maize  especially — equal  if  not  superior 
in  quality  to  any  raised  in  the  United  States ;  on  the  south  and  soutC 
west  by  Indiana  and  Illinois — supplying  com  and  beef  of  the  finest 
quality,  in  superabundance,  for  exportation ;  on  the  west  by  the  pro- 
ductive grain  Jind  grazing  lands  and  lumbering  districts  of  Wisconsin; 
and  on  the  northwest  and  north  by  the  invaluable  and  not  yet  half, 
explored  mineral  districts  of  northern  Michigan. 

The  natural  outlet  of  its  commerce,  as  of  its  waters,  is  by  the  straits 
of  Mackinac  into  Lake  Huron,  and  thence  by  the  St.  Clair  river  down 
the  St.  Lawrence,  or  any  of  internal  improvements  of  the  lower  lakes, 
and  the  States  hereinbefore  described. 

Of  internal  communications  it  already  possesses  many,  both  by  canal 
and  railroad,  equal  to  those  of  almost  any  of  the  older  States,  in  length 
and  availability,  and  interior  to  none  in  importance. 

First,  it  has  the  Green  bay.  Lake  Winnebago,  ond  Fox  river  im- 
provement,  connecting  it  with  the  Wisconsin  river,  by  which  it  has 
access  to  the  Mississippi  river,  and  thereby  enjoys  the  commerce  of  its 
upper  valleys,  and  its  rich  lower  lands  and  prosperous  southern  cities; 
and  second,  the  Illinois  and  Michigan  canal,  rendering  the  great  corn 
valley  of  the  Illinois  tributary  to  its  commerce.  By  railways,  again, 
perfected  or  projected,  it  has,  or  will  shortly  have,  connexion  with  the 
ftfississippi,  in  its  upper  waters  and  lead  regions,  via  the  Milwaukie  and 
Mississippi  and  the  Chicago  and  Galena  hnes.  To  the  eastward,  by 
the  Michigan  Central  and  Southern  railroads,  it  communicates  with  the 
Lake  Shore  road,  and  thence  with  all  the  eastern  lines  from  Buffalo  to 
Boston ;  and  to  the  southward  it  will  speedily  be  united,  by  the  great 
sj^stem  of  projected  railroads  through  Illinois  and  Indiana,  to  the  Mis- 
sissippi and  Ohio  river. 

It  is  impossible  not  to  be  convinced,  on  surveying  the  magnificent 
system  of  internal  improvements  so  energetically  carried  out  by  these 
still  young,  and,  as  it  were,  embryo  States,  that  if  they  were,  in  a 
degree,  anticipatory  of  their  immediate  means  and  resources,  they  were 
not  really  in  advance  of  the  requirements  of  the  age  and  country. 
This  is  sufficiently  proved  by  their  triumphant  success,  and  by  the  high 
position  of  population,  civilization,  agricultural  and  commercial  rank 
to  which  they  and  they  alone  have  raised,  as  if  by  magic,  the  so  lately 
unexplored  and  Untrodden  wildernesses  of  the  west. 

By  the  strong,  deep,  and  rapid  river  of  St.  Mary's,  with  its  broad 
and  foaming  Sauh,  Lakes  Michigan  and  Huron  are  connected  with  what 
may  be  called  the  headmost  of  the  great  lakes,  though  itself  the  recipi- 
ent of  the  waters  of  a  line  of  lakes  extending  hundreds  of  miles  farther 


terraneous  treas 


S.  Doc.  11*2. 


281 


/    * 


to  the  northwestward,  though  unnavignble  except  to  the  canoes  of  the 
javage. 

LAKE    SUPEBIOR.  .,. 

Lake  Superior  is  bounded  on  the  south  by  the  northern  penin.sula  of 
Michigan  and  part  of  Wisconsin,  on  the  west  and  nortnwest  by  a 
pornon  of  the  Minnesota  Territory,  and  on  the  north  and  northeast  by 
the  British  possessions.  The  lands  immediately  adjoining  it  are,  for 
the  most  part,  sterile,  barren,  and  rugged  beyond  description,  con- 
sisting, for  the  most  part,  on  the  southern  shore,  of  dctrital,  and  on  the 
northern,  of  igneous  rocks,  covered  with  a  sparse  and  stunted  growth 
of  pines  and  other  evergreens,  mixed  with  tne  feeble  northern  vegeta- 
tion of  birch,  aspen,  and  other  deciduous  trees  of  those  regions.  Little 
of  the  shores,  it  is  believed,  are  susceptible  of  cultivation ;  and  it  is 
likely,  when  these  wild  districts  become — as  they  one  day  will,  beyond 
doubt — the  seat  of  a  large  laborious  population,  that  its  inhabitants  will 
depend  mainly  for  their  supplies  of  Iboa  and  necessaries,  as  of  luxuries, 
on  the  more  genial  regions  to  the  south  and  eastward.  The  tributary 
rivers  of  this  lake  are  numerous,  and,  bringing  down  a  large  volume  of 
water,  aflbrd  superabundant  water-power  for  manufactories  the  most 
extensive  in  the  world,  though,  from  their  precipitous  descent  and 
numerous  falls  and  chutes,  they  can  never  be  rendered  navigable  for 
more  than  a  few  miles  above  their  mouths  except  for  canoes ;  and  even 
for  these,  owing  to  the  number  and  difficulty  of  the  portages,  the  ascent 
is  laborious  in  the  extreme. 

That  these  regions  will,  at  no  very  distant  future  period,  be  largely, 
if  never  densely,  peopled,  may  be  held  certain,  since,  from  the  east  to 
the  west  the  whole  southern  shore  abounds  with  copper — not,  as  it  is 
generally  found,  in  ore  yielding  a  few  per  cent.,  but  in  vast  veins  of 
almost  virgin  metal,  the  extent  of  which  is  yet  unexplored,  as  it  is 
probably  unsuspected  and  incalculable.  .  So  long  ago  as  when  the 
French  Jesuits  discovered  these  remote  and  desolate  regions,  early  in 
the  seventeenth  century,  these  mines  were  known  and  worked  by  the 
Indians,  who,  at  that  time,  possessed  implements  and  ornaments  of 
copper.  They  concealed,  however,  the  situation  of  these  mines  with  a 
superstitious  mystery ;  and  as  instruments  and  weapons  of  iron  and 
steel  were  introduced  among  them  by  the  white  man,  the  use  of  copper 
fell  into  abeyance,  and  the  existence  of  the  mines  themselves  was  lost 
in  oblivion. 

Within  a  few  years  there  have  been  rediscovered  several  mines — 
some  of  which,  and  those  by  no  means  the  least  productive,  have  been 
discovered  within  a  year  or  two  of  this  date — which  are  now  in  the 
full  current  of  successful  exploitation.  Many  more  are  doubtless  yet 
to  be  discovered,  as  the  whole  region  is  evidently  one  vast  bed  of  sub- 
terraneous treasure.  The  isles  Uoyale  and  Michipicolon  are  also, 
beyond  question,  full  of  copper,  as  are  portions  of  the  British  coast  to 
the  northward,  where  two  or  three  minmg  stations  have  been  already 
established,  with  more  or  less  prospects  of  success.  The  grounds  of 
these  prospects,  and  the  character  ot  the  countrj'  and  its  mineral  depos- 
ites,  are  very  ably  and  graphically  described  in  the  interesting  memoir, 
by  Dr.  Jackson,  on  the  geology,  mineralogy,  and  topography  of  Lake 


i 


V  ' 


Vr. 


Hi 

r 


a  Doc.  112. 

Superior,  which  is  appcndt-'d  to  this  report,  and  which,  it  i«  believed 
contains  tiiont  correct  and  valuable  intoriiiation. 

As  yet,  beyond  the  mining  stations  and  the  village  at  the  Sault,  Luke 
Supt^rior  had  no  towns  or  places  of  business  except  the  points  for 
shipping  the  mineral  products  of  her  soil,  and  receiving  the  suppling 
'  necessary  to  the  subsistence  of  the  men  and  animals  employed  in  ihe 
exploitation  of  her  treasures.  Nor  beyond  this  has  she  any  trade,  unlesg 
it  be  the  exp)rtation  of  her  white-fish  and  lake  trout,  which  are 
unequalled  by  any  fish  in  the  world  for  excellence  of  flavor  and 
nutritious  qualities. 

The  only  inlet  for  merchandise,  or  outlet  for  the  produce  of  this  vast 
lake,  and  the  wide  regions  dependent  on  it,  is  the  portage  around  the 
Sault,  across  which  every  article  has  to  be  transported  at  prodigious 
labor  and  expense;  whereas,  by  a  little  less  exclusive  devotion  to 
what  are  deemed  their  own  immediate  interests,  on  the  part  of  the 
individuiil  States  of  the  Union,  and  a  little  more  activity  and  enter> 
prise  on  that  of  the  general  government,  an  easy  channel  might  he 
constructed  at  an  expense  so  trivial  as  to  be  merely  nominal,  the  results 
of  which  would  be  advantages  wholly  incalculable  to  the  commerce  of 
all  the  several  States,  to  tne  generjil  wealth  and  well-being  of  the 
nation,  and  to  the  almost  immediate  remuneration  of  the  outlay  to  the 
general  government  by  the  increased  price  of,  and  demand  for,  the 
public  lands  in  those  regions. 


;i     * 


Geology,  Mineralogy,  and  Topography  of  the  lands  around  Lake  Superior; 
by  Charles  T.  Jackson,  M.  D.,  late  United  States  Geologist  and  Chem- 
ist, Assayer  to  the  State  of  Massachusetts,  and  late  Geologist  to  the  Statet 
of  Maine,  New  Hampshire,  Rhode  Island,  and  for  ihe  public  lands  oj 
Massachusetts. 

Lake  Superior  is  the  largest  sheet  of  fresh  water  on  the  face  of  the 
^lobe,  and  is  the  most  remarkable  of  the  great  American  lakes,  not  only 
from  it;^  magnitude,  but  also  from  the  picturesque  scenery  of  its  borders, 
and  the  interest  and  value  attaching  to  its  geological  features.  As  a 
mining  region  it  is  one  of  the  most  important  in  this  country,  and  is  rich 
in  veins  of  metallic  copper  and  silver,  as  well  as  in  the  ores  of  those 
metals.  At  the  present  moment  it  may  be  regarded  as  the  most  valua- 
ble mining  district  in  North  America,  with  the  exception  only  of  the  gold 
deposiles  of  California. 

This  great  lake  is  comprised  between  the  46th  and  49th  degrees  of 
noith  latitude,  and  the  84th  and  92d  degrees  of  longitude,  west  of 
Greenwich.  Its  greatest  length  is  400  miles ;  its  width  in  the  middle  is 
160  miles,  and  its  mean  depth  has  been  estimated  at  900  feet.  Its  sur- 
face is  about  600  feet  above  the  level  of  the  Atlantic  ocean,  and  its  bot- 
tom is  300  feet  below  the  level  of  the  sea.  The  ancient  French  Jesuit 
Fathers,  who  first  explored  and  described  this  great  lake,  and  published 
an  account  of  it  in  Paris  in  1636,  describe  the  form  of  its  shores  as 
similar  to  that  of  a  bended  bow,  the  northern  shore  being  the  arc,  and 
the  southern  the  cord,  while  Keweenaw  Point,  projecting  from  the 


a  Doc.  t\2. 


sat 


yiMihcrn  shore  to  the  midtlie  of  the  lake,  is  the  arrow.  This  graphic 
j,,icrij»ti(in  is  illustrated  by  a  irmi»,  jireiwred  by  thoin,  which  displays 
(lie  geographical  position  of  the  shores  of  this  great  liikc  with  as  much 
liJelity  as  most  of  the  common  maps  of  our  own  day,  and  proves 
that  those  early  explorers  were  perfectly  familiar  with  its  shores,  and 
^ew  how  to  make  geopraphical  surveys  with  considerable  exactness. 
RcftTonce  to  a  former  report  to  the  government  of  the  United  Slates, 
livmysflf,  (31st  Congress,  Ist  session,  Ex.  Doc.  No.  6,  part  3d,  Wash- 
ington, 1849,)  fully  demonstrates  how  much  was  known  to  the  early 
french  explorers,  of  the  geography  and  mineral  resources  of  Lake 
Superior  and  the  regions  circumadjacent ;  and  that  report  will  be  found, 
notwithstanding  some  omissions  and  interpolations,  tor  which  I  do  not 
hold  myself  responsible,  to  contain  much  that  will  tend  to  throw  light 
on  the  mineral  resources  of  the  public  lands  lying  along  the  southern 
I  shores  of  the  lake. 

The  coast  of  Lake  Superior  is  formed  of  rocks  of  various  kinds  and  of 
(liiferent  geological  groups.  The  whole  coast  of  the  lake  is  rock-bound ; 
and  in  some  places,  mountain  masses  of  considerable  elevation  rear 
I  themselves  from  the  immediate  shore,  while  mural  precipices  and  beet- 
ling crags  oppose  themselves  to,  the  surges  of  this  mighty  lake,  and 
threaten  the  unfortunate  mariner,  who  may  be  caught  in  a  storm  upon 
a  lee-shore,  with  almost  inevitable  destruction.  Small  coves,  or  boat- 
barbors,  are  abundantly  afforded  by  the  myriads  of  indentations  upon 
tlie  rocky  coast ;  and  there  are  a  few  good  snug  harbors  for  vessels  of 
nioderate  capacity,  such  as  steamboats,  schooners,  and  the  like.  lele 
Koyiile,  though  rarely  visited  by  the  passing  vessels,  affords  the  best 
harbors.  Keweenaw  Point  has  two  bays  in  which  vessels  find  shelter, 
viz :  Copper  harbor  and  Eagle  harbor.  Adequate  protection  may  be 
found  from  the  surf  under  the  lee  of  the  Apostle  islands,  at  La  Pointe  ; 
and  there  is  tolerable  anchorage  at  the  Sault  de  Ste.  Marie,  the  port  of 
eiiilmrcation  upon  St.  Mary's  river,  at  the  outlet  of  the  lake. 

There  are  but  few  islands  in  Lake  Superior ;  and  in  this  respect  it 
(lifters  most  remarkably  from  Lake  Huron,  which  is  thickly  dotted  with 
isles  and  islets,  especially  on  its  northern  shore. 

Owing  to  the  loity  crags  which  surround  Lake  Superior,  the  winds 

sweeping  over  the  lake  impinge  upon  its  surface  so  abruptly  as  to  raise 

a  peculiarly  deep  and  combing  sea,  which  is  extremely  dangerous  to 

boats  and  small  craft.    It  is  not  safe,  on  this  account,  to  venture  far  out 

I  into  the  lake  in  batteaux ;   and  hence  voyageurs  generally  hug  the 

shore,  in  order  to  be  able  to  take  land  in  case  ot  sudden  storms. 

iDuring  the  months  of  June,  July  and  August,  the  navigation  of  the  lake 

lisordintirily  safe;  but  after  the  middle  of  September  great  caution  is 

required  in  navigating  its  waters,  and  boatmen  of  experience  never 

I  venture  far  from  land,  or  attempt  long  traverses  across  bays.     Their 

Iboats  are  always  drawn  far  up  on  the  land  at  every  camping-place  for 

lihe  night,  lest  they  should  be  slaved  to  pieces  by  the  surf,  which  is 

liable  at  any  moment  to  rise  and  beat  with  great  fury  upon  the  beaches. 

The  northern  or  Canadian  shore  of  the  lake  is  most  precipitous,  and 

Iconsequently  most  dangerous  to  the  navigator.     On  tne  south  shore, 

lagain,  the  sandstone  cliffs  which  rise  in  mural  or  overhanging  preci- 

Ipices,  directly  firom  the  water's  edge  for  many  miles,  afford  no  landing- 


I 


;» 


1 1  i 


»{■■■   j     , 


*S 


234 


S.  Doc.  112. 


This  is  the  case  especially  along  the  cliffs  at  the  Pictured 
nd  on  the  coast  of  Keweenaw  bay,  called  VAnse  by  the  French 


places. 
Rocks,  and 
voyage  urs. 

On  the  coast  of  Isle  Royale  there  are  beautiful  boat  harbors  scattered 
along  its  whole  extent  on  both  sides  of  the  island;  and  at  its  easterly 
extremity  the  long  spits  of  rocks,  which  project  like  fingers  far  into 
the  lake,  afford  abundant  shelter  for  boats  or  small  vessels,  while,  at 
the  western  end  of  the  island,  there  is  a  large  and  well  sheltered  bay 
called  Washington  harbor. 

Near  Siskawit  bay  the  navigator  must  beware  of  the  gently-shelvino 
red  sandstone  strata  which  run  for  many  miles  out  into  the  lake,  witS 
a  few  feet  only  of  water  covering  them.  Rock  harbor,  on  the  south 
side  of  the  island,  is  a  large  and  perfectly  safe  harbor  for  any  vessels 
and  has  good  holding-ground  for  anchorage,  with  a  very  bold  shore 
while  the  numerous  islands,  which  stand  like  so  many  castles  at  its 
entrance,  protect  it  from  the  heavy  surges  of  the  lake.  The  whole 
aspect  of  this  bay  is  not  unlike  that  of  the  bay  of  Naples,  though  there 
is  no  modern  volcano  in  the  back-groujid  to  complete  the  scene. 

None  of  the  American  lakes  can  compare  with  Lake  Superior  in 
healthfulness  of  climate  during  the  summer  months,  and  thjere  is  no 
place  so  well  calculated  to  restore  the  health  of  an  invalid  who  has 
suffered  from  the  depressing  miasms  of  the  fever-breeding  soil  of  the 
southwestern  States.  In  winter  the  climate  is  severe,  and  at  the  Sault 
Ste.  Marie,  mercury  not  unfrequently  fireezes ;  but  on  Keweenaw  Point, 
where  the  waters  of  the  lake  temper  the  chillness  of  the  air,  the  cold  is 
not  excessive,  and  those  who  have  resided  there  during  the  winter,  say 
that  the  cold  is  not  more  difficult  of  endurance  than  in  the  New  England 
States.  Heavy  snows  fall  in  mid-winter  on  this  promontory,  owing  to 
its  almost  insular  situation ;  but  the  inhabitants  are  well  skilled  in  the 
use  of  snow-shoes,  so  that  snow  is  not  regarded  as  an  obstacle  to  the 
pedestrian,  while,  on  the  newly-made  roads,  the  sleds  and  sleighs  soon 
beat  a  track,  on  which  gay  winter  parties  ride  and  frolic  during  the 
long  winter  evenings  of  this  high  northern  latitude.  From  researches 
which  I  have  made,  it  appears  that  the  mean  annual  temperature  at 
Copper  Harbor,  on  Keweenaw  Point,  is  42° ;  and  from  my  experiments 
on  the  temperature  of  the  lake,  at  different  seasons  of  the  year,  the 
waters  of  this  great  lake  are  shown  to  preserve  a  constant  temperature 
of  about  39i®  or  40°  F.,  which  is  that  of  water  at  its  maximum  density. 

It  is  known  that  Lake  Superior  never  freezes  in  the  middle,  nor  any- 
where except  near  its  shores,  from  which  the  ice  very  rarely  extends  to 
more  than  ten  or  fifteen  miles  distance.  Occasionally,  in  severe  win- 
ters, the  ice  does  extend  from  the  Canada  shore  to  Isle  Royale,  which 
is  from  fifteen  to  twenty  miles  distant ;  so  that  the  caribou  and  moose 
cross  over  on  it  to  the  island,  whither  the  Indian  hunters  some- 
tirnes  follow  them  over  the  same  treacherous  bridge,  liable,  although 
it  is,  to  be  suddenly  broken  into  fragments  by  the  surges  of  the  lake. 

By  the  action  of  drifting  ice,  not  only  have  boulders  of  rocks  and  of 
native  copper  bee?i  transported  far  from  their  native  beds,  and  depos- 
ited upon  the  shore  at  distant  places ;  but  even  animals,  such  as  squir- 
rels, rabbits,  deer,  moose,  caribou,  and  bears,  have  thus  navigated 
the  wateris  of  Lake  Superior,  and  been  landed  on  islands  to  which 


(liey  could  not  ol 
fiver  on  the  lake 
the  spring  fresheti 
in  its  immediate  I 
proper  places  wh( 

The  early  Frer 
Biasses  of  native  ( 
(jjese  facts  to  disc 
border  on  the  riv< 
traces  that  my  as 
to  discover,  and 
ffhich  have  so  ai 
which  subsequent 
undertake  a  geoL 
which  I  was  char 
the  Treasury,  anc 
before  my  labors 
stances  over  whic 

To  the  construe 
rie,  one  of  the  pi 
against  which  the 
or  the  work,  how( 
sels  of  any  consid 
about  half  a  mile. 
water  to  that  dis 
mole,  must  be  su 
press  against  pei 
proper  slope,  or  b 
and  break  into  pi< 
may  be  sufficient] 
the  lake  and  St.  B 

The  opening  of 
lakes  is  one  of  the 
to  be  regretted  th 
instead  of  apply  in 
which  may  now  b 
the  country  at  lar 
completed,  the  si 
around  Lake  Su 
the  Falls  of  St.  A 
will  find  it  easy 
by  white  men.  1 
estimated,  and  its 
of  the  commerce 
of  the  value  of  th 
looked  for  from  N 
from  the  New  Er 
ness,  and  subduir 
freedom  and  civil 

The  time  will  ( 
to  the  Falls  of  St. 


S.  Doc.  112. 


385 


(liey  could  not  otherwise  have  gained  access.  The  mouth  of  every 
fiver  on  the  Inke  shore  reveals,  by  the  debris  brought  down  by  ice  in 
(j,e  spring  freshets,  the  nature  of  the  rocks  and  nninernls  which  occur 
ii)  its  immediate  banks  or  bed ;  and  thus  indicates  to  the  explorer  the 
proper  places  where  to  search  for  ores  or  metals. 

The  early  French  explorers  noticed  the  fact  of  the  transportation  of 
Biasses  of  native  copper  and  rock  by  drift-ice,  but  they  maae  no  use  of 
[ijese  facts  to  discover  the  native  deposites  of  metals  in  the  rocks  which 
border  on  the  rivers.  It  was  by  following  the  hint  drawn  from  these 
traces  that  my  assistant  and  myself  were  enabled,  in  1844  and  1845, 
to  discover,  and  make  known  to  the  country,  those  valuable  mines, 
vhich  have  so  astonished  the  world  by  their  metallic  ^contents,  and 
^hich  subsequently  induced  the  government  of  the  United  States  to 
undertake  a  geological  survey  of  that  territory,  with  the  conduct  of 
which  I  was  charged  by  the  Hon.  Robert  J.  Walker,  late  Secretary  of 
the  Treasury,  and  which  I  effected,  so  far  as  it  was  possible  to  do  so, 
before  my  labors  were  brought  to  an  abrupt  conclusion,  by  circum- 
stances over  which  I  had  no  control. 

To  the  construction  of  a  canal  around  the  falls  of  thg  Sault  Ste.  Ma- 
rie, one  of  the  principal  obstacles  will  be  found  in  the  winter's  ice, 
against  which  the  locks  at  the  entrance  to  the  canal  must  be  guarded, 
or  the  work,  however  strong,  will  be  overturned  and  destroyed.  Ves- 
sels of  any  considerable  burden  cannot  approach  the  shore  nearer  than 
about  halt  a  mile.  The  canal  must,  therefore,  be  carried  out  into  the 
water  to  that  distance,  and  the  form  of  the  ice-breakers,  guards,  or 
mole,  must  be  such  as  to  allow  the  ice  to  rise  over  them,  and  not  to 
press  against  perpendicular  walls.  This  is  to  be  done  by  giving  a 
proper  slope,  or  bevel,  to  the  walls,  so  that  the  ice  will  ride  up  them 
and  break  into  pieces.  By  this  method  the  harbor  and  entrance  locks 
may  be  sufficiently  protected  against  the  driving  and  expanding  ice  of 
the  lake  and  St.  Mary's  river. 

The  opening  of  a  ship-canal  between  Lake  Superior  and  the  lower 
lakes  is  one  of  the  most  important  enterprises  of  the  day,  and  it  is  only 
to  be  regretted  that  Congress  has  thought  it  best  to  appropriate  land 
instead  of  applying  money  directly  to  the  execution  of  this  great  work, 
which  may  now  be  delayed  for  some  time,  to  the  great  disadvantage  of 
the  country  at  large.  So  soon  as  the  canal  above  mentioned  shall  be 
completed,  the  summer  tour  of  travellers  will  be  extended  to  a  cruise 
around  Lake  Superior,  and  from  La  Pointe  many  will  cross  over  to 
the  Falls  of  St.  Anthony,  on  the  Mississippi  river ;  and  thus  explorers 
will  find  it  easy  to  gain  access  to  remote  regions,  now  seldom  visited 
by  white  men.  The  importance  of  this  enterprise  can  hardly  be  over- 
estimated, and  its  consequence  will  be  the  vast  facilitation  and  increase 
of  the  commerce  of  Lake  Superior,  and  the  incalculable  enhancement 
of  the  value  of  the  public  lands,  while  a  tide  of  immigration  may  be 
looked  for  from  Norway,  Sweden,  and  the  north  of  Europe,  as  well  as 
from  the  New  England  States,  pouring  into  the  northwestern  wilder- 
ness, and  subduing  the  forests,  and  extending  far  and  wide  the  area  of 
freedom  and  civilization. 

The  time  will  doubtless  come  when  a  canal  or  railway  will  be  made 
to  the  Falls  of  St.  Anthony  j  and  possibly  we  may  see  the  trade  of  Hud- 


A 


I- 1 


'■  ^li"'' 


236 


S.  Doc.  112. 


i::  I 


son's  bay  flowing  into  the  United  States,  through  Lake  Superior  and 
our  other  great  lakes  and  rivers.  For  that  great  bay  is  but  fitteen  days' 
canoe  voyage  from  Lake  Superior,  and  the  portages  are  few  and  not 
long,  so  that  the  British  Hudson's  Bay  Fur  Company  carry  on  constant 
communication  with  their  factories  upon  the  bay  from  their  posts  upon 
Lake  Superior;  and  their  agents  at  the  British  posts  in  Oregon  travel 
from  their  stations  on  the  borders  of  the  Pacific  ocean,  by  way  of  Hud- 
son's bay  and  Lake  Superior,  on  their  route  to  Great  Britain.  This 
northern  region  has  unfortunately  been  always,  hitherto,  undervalued. 
It  is  now  known  to  be  one  of  the  most  important  mineral  regions  in 
America;  and  it  should  be  borne  in  mind  that  there  aredepositesof  na- 
tive  copper  on  Copper  Mine  and  McKenzie's  rivers,  in  the  same  kinds 
of  rock  that  contain  the  stupendous  lodes  of  this  metal  on  Keweenaw 
Point  and  the  Ontonagon  rivers.  Every  means  that  tend  to  carry  our 
population  farther  northward,  will  tend  to  bring  to  light  and  to  practical 
i^tility  the  mineral  treasures  of  those  regions ;  while  trade  in  furs  and 
seal-skins  will  be  brought  nearer  to  us  by  enterprising  men,  it  matters 
not  whether  of  the  British  provinces  or  of  the  United  States  of  America. 
The  time  is  now  come  when  the  public  faith  is  settled  on  the  value 
of  mineral  preductions;  and  it  is  understood  that  good  working  mines 
are  sure  to  command  and  reward  the  energies  of  capitalists  and  miners 
since  it  is  proved  that  mining  is  liable  to  no  greater  risks  of  failure  than 
ordinary  mercantile  enterprises,  provided  due  precaution  be  exercised 
by  the  adventurers  in  the  selection  of  their  mines  and  in  working  them 
to  advantage.     ,    -  «* 

ROCKS  OF  LAKE  SUPERIOR  LAND  DISTRICT. 

,  On  approaching  the  Sault  Ste.  Marie  by  the  St.  Mary's  river  the 
geologist  has  an  opportunity  of  discovering  the  age  of  the  sandstone 
strata,  by  observuig  that  the  limestones  of  Saint  Joseph's  island,  and  of 
the  other  numerous  isles  in  that  river,  are  rocks  of  the  Devonian  group, 
and  contain  the  characteristic  fossils  by  which  that  rock  is  determined 
to  be  the  equivalent  of  those  of  Eifel,  as  has  been  fully  proved  by  Mons. 
Jules  Marcou,  the  geologist  sent  to  the  United  States  by  the  govern- 
ment of  France,  to  make  collections  for  the  Museum  of  Geology  in  the 
Jardin  des  PUmtes  of  Paris.  These  Devonian  rocks,  like  those  of  Mack- 
inac, have  been  mistaken  by  two  geologists  who  have  reported  upon 
this  district,  for  Siberian  limestones ;  by  whom  the  geological  position 
of  the  sandstone  of  the  Sault  Ste.  Marie  has  also  been  mistaken,  in 
their  supposing  that  it  passed  beneath  these  Devonian  rocks,  when  it 
in  reality  is  above  them,  as  it  is  seen  to  rest  horizontally  around  Silu- 
rian limestone,  near  Sturgeon  river,  on  Keweenaw  Point,  beneath  which 
it  cannot  pass,  considering  the  fact  that  the  limestone  in  question  has  a 
dip  of  thirty  degrees  from  the  horizon,  while  the  sandstone  at  that  place 
is  quite  horizontal. 

It  is  obvious,  then,  that  the  red  and  gray  sandstones  of  Lake  Superior 
are  above  Devonian  rocks,  and  therefore  cannot  be  older  than  the  coal 
formation;  while  from  their  lithological  characters  they  appear  to  belong  i 
to  the  Permian  system  of  Verneuil  and  Murchison.     Above  the  Sault  | 
we  see  these  red  and  gray  sandstones  dipping  at  a  gentle  angle  into  the 
lake,  showing  that  they  do  in  fact  dip  directly  opposite  to  the  direction 


S.  Doc.  112. 


287 


(jiat  would  be  required  to  make  ihem  dip  beneath  the  limestone  on 
gt.  Mary's  river. 

This  question  is  one  of  some  importance;  since,  if  the  sandstones  of 
Lake  Superior  were,  as  has  been  erroneously  alleged,  of  the  Potsdam 
groupt  they  would  be  out  of  all  accordance  with  the  ascertained  facts 
of  geological  science,  and  would  break  into  the  system  of  the  best 
linovn  laws  of  elevation  of  strata  and  of  order  of  super-position. 
In  point  of  fact  the  sandstones  of  Lake  Superior  are  the  exact  equiva- 
lents of  those  of  Nova  Scotia,  where  trap-rocks  of  the  same  age  as 
those  on  Lake  Superior  pass  through  it  and  produce  precisely  the  same 
results  as  I  have  already  described  in  my  reports  on  the  geology  and 
mines  of  Lake  Superior,  bearing  in  the  same  way  more  or  less  nativia 
copper*  with  occasional  particles  of  silver.  Now,  Potsdam  sand- 
stone never  presents  any  such  results  in  any  part  of  America ;  and  to 
call  that  of  Lake  Superior  its  equivalent,  is  but  to  lead  people  astray, 
and  to  nourish  false  hopes  of  finding  copper  and  silver  where  it  does 
not  occur,  while  a  great  error  introduced  into  science  cannot  fail  to  pro- 
duce the  most  mischievous  results.  On  this  account,  I  have  thought 
proper  to  notice  an  error  which  would  not  otherwise  be  worthy  of  refu- 
tation. 

Leaving  the  Sault  and  cruising  along  the  southern  shore  of  the  lake, 
with  an  occasional  trip  inland,  we  come  to  clifi's  of  sandstone,  and  then 
to  rocks  called  metamorphic,  which  extend  from  Chocolate  to  Carp 
and  Dead  rivers,  and  find  slate  rocks,  granite  rocks,  sienite,  hornblend 
rock,  and  chlorite  slate.  In  this  group  ol  primary  rocks  we  fine  mount- 
ain masses  of  excellent  specular  iron  ore  and  magnetic  iron  ore  mixed. 
These  mountains  of  iron  ore  were  originally  -explored  under  my  direc- 
tions, by  Mr.  Joseph  Stacy,  of  Maine,  who-  tirst  called  public  attention 
to  them  in  1845.  They  were  subsequerih  ;-  •mined  by  Dr.  John 
Locke,  and  Dr.  Wm.  F.  Channing,  while  Si^* v  >  g  as  my  assistants  in 
the  geological  survey  of  this  region  in  1847. 

Tliere  is  an  immense  supply  of  the  richest  kind  of  iron  ore  in  these 
hills,  and  the  Jackson  Iron  Company  ol  Michigan  has  erected  forges  for 
making  blooms  for  bar-iron — ^the  quality  of  which  is  excellent.  This 
region  may  be  called  one  of  the  important  iron  districts  of  Lake  Su- 
perior, and  will  become  of  great  value  at  some  future  day,  when 
there  shall  be  facilities  for  transportation  of  the  ore  to  the  coal  districts 
of  Ohio. 

The  granitic  and  sienite  rocks  occupy  a  considerable  tract  of  land 
which  has  not  yet  been  explored,  and  has  only  been  run  over  by  the 
linear  surveyors,  who  have  brought  out  ti-agments  indicating  the  country 
to  the  westward  of  the  sandstone,  on  the  coast,  to  be  crystalline ;  but 
the  geological  relations  of  the  two  rocks  have  never  been  ascertained, 
nor  have  their  mineral  contents  been  seen  by  any  one. 

Following  the  coast  to  I'Anse,  or  Keweenaw  bay,  we  find  on  the 
south  side  of  that  bay  large  beds  of  slate  rocks,  some  of  which  are  good 
novaculite  or  whetstone  slate.  On  the  northern  side  of  the  bay  we  find 
a  long  series  of  cliffs  of  red  sandstone  perfectly  horizontal,  or  at  most 
wavy,  extending  all  the  way  to  Bete  Oris.  This  sandstone,  as  before 
observed  at  Sturgeon  river,  surrounds  a  mass  of  Silurian  limestone  con- 
taining shells,  known  as  the  Pentameins  oblongtts,  one  of  which  I  di^- 


■I: 


I 


I' 


H 


'  H 


238 


S.  Doc.  112. 


¥ '  ^''^'l 


covered  in  a  piece  of  the  limestone  brought  to  me  by  one  of  my  assist. 
ants  in  1848. 

At  Lac  la  Belle  and  at  Mt.  Houghton  the  trap-rocks  occur,  and  ride 
over  the  sandstone  strata  after  passing  between  their  layers ;  and  at 
Mt  Houghton  the  igneous  agen(!y  of  this  trap-rock  has  changed  the  fine 
sandstone  into  a  kind  of  jasper. 

At  Lac  la  Belle,  on  Bohemian  mountain,  we  have  regular  veins  of  I 
the  gray  sulphuret  of  copper,  containing  a  certain  proportion  of  sulphuret 
of  silver.     Mines  have  been  opened  on  this  hill,  but  have  not  thus  far 
proved  successful,  since  the  ore  requires  preparation  by  machinery  not 
yet  to  be  procured  in  that  region. 

Lac  la  Belle  is  a  most  beautiful  sheet  of  water,  bordered  by  mount- 
ains  or  steep  hills,  such  as  Mt.  Houghton  and  Bohemian  mountain, 
while  on  tlie  south  the  horizontal  plains  of  sandstone  stretch  away  in 
the  distance  and  are  covered  with  a  growth  of  forest  trees.  Leavinir 
Lac  la  Belle,  we  pass  down  a  serpentine  stream  which  enters  the  great 
lake.  Then  following  the  coast,  we  pass  beneath  iirowning  crags  and 
visit  the  falls  of  the  Little  Montreal  stream.  All  this  coast  consists  of 
trap-rocks,  and  of  a  kind  of  porphyry  or  compact  red  feldspar.  No 
copper  veins  of  any  value  occur  on  the  coast  this  side  of  the  point, 
though  many  companies  have  wasted  their  money  in  attempts  to  work 
calcareous  spar  veins  that  are  perfectly  dead  lodes,  or  free  from  copper. 
At  the  extremity  of  the  point,  agates  are  found  in  amygdaloidal  trap. 
rocks,  and  on  the  shore  in  the  form  of  rolled  pebbles. 

Doubling  the  cape,  we  soon  pass  Horseshoe  cove  and  reach  Copper 
harbor,  the  site  of  Fort  Wilkins,  and  one  of  the  first  places  where  cop- 
per ore  was  noticed  by  the  French  Jesuits;  since  whose  time  it  has 
ever  been  known  to  the  voyageurs  on  the  lake  under  the  name  of  the 
green  rock. 

While  constructing  the  fort  at  Copper  Harbor,  numerous  boulders  of 
black  oxide  of  copper,  a  very  rare  ore  of  that  metal,  were  discovered; 
and  before  long  a  vein  of  this  valuable  ore  was  discovered  in  the  con- 
^omerate  rocks,  near  the  pickets  which  enclose  the  parade  ground. 
This  WPS  found  to  be  a  continuation  of  the  vein  called  the  green 
rock  at  Hayes's  Point,  and  was  immediately  opened  by  the  Boston 
and  Pittsburg  Mining  Company.  Unfortunately,  however,  the  vein 
was  soon  cut  off,  as  I  had  ventured  to  predict  it  would  be,  by  a  heavy 
stratum  of  fine-grained  red  sandstone,  which  is  not  cupriferous.  There 
the  vein  was  found  to  consist  wholly  of  calcareous  spar,  and  of  earthy 
minerals  of  no  economical  value. 

The  miners  were  then  transfened  to  the  cliff  near  Eagle  river, 
where  I  had  surveyed  a  valuable  vein  of  native  copper,  mixed  with  sil- 
ver. This  vein  has  since  been  fully  proved,  and  is  one  of  the  wonders  of 
the  world ;  there  being  solid  masses  of  pure  copper  in  the  vein,  of  more 
than  100  tons  weight  each,  besides  masses  of  smaller  size  in  other 
parts  of  the  vein.  This  mine  has  produced  about  900  tons  of  copper 
per  annum,  and  is  one  of  the  most  valuable  copper  mines  in  the  coun- 
try. It  is  a  regular  metallic  vein,  in  amygdaloidal  trap-rock,  which 
underlies  the  compact  trap-rock  that  caps  the  hill.  The  spot  is  one  of 
the  finest  locations  for  mining  purposes  that  I  have  seen,  the  vein  being 
exposed  in  the  face  of  a  cliff  300  feet  above  the  level  of  the  southwest 


j^nch  of  Eagle 
disclosing  its  ret 
vide  at  the  top  o 
copper  and  silv< 
mass.  About  ha 
to  be  c  foot  and  ; 
copper  and  som 
into  the  lower  pa 
of  the  vein,  it  ou^ 
at  ray  suggestiot 
Diany  lumps  of  i 
mixed  with  the  v 
inetailic  copper  ^ 
the  chasm,  and  ii 
by  the  miners,  \< 
mouth  of  the  shaf 
ore,  and  rock  ricl 
now  raised,  this  1 
and  washing  the 
lars'  worth  of  pu 
aniong  the  finer  p 

Suitable  cupell 
tion  of  all  the  silv 
the  appropriate  r 

There  are  othe 
American  Compa 
South  CUfI'mine, 
menced  some  yea 
add  much  to  the  - 

The  Lake  Supe 
in  those  mining  oj 
first  mines  on  £a^ 
of  things  which  tl 
country,  and  afte 
sold  tKeir  mines,  i 
that  now  has  be< 
The  Phoenix  Cop] 
perior  Company,  ( 
encouragement  to 
reward  in  valuabl 

A  new  vein  a  li 
the  river's  borderi 

The  Copper  F? 
pany,  is  also  eng! 
silver,  and  has  sei 

The  Northwest 
Eagle  Harbor,  anc 
some  of  it  being 
This  mine,  if  ope 
of  the  Boston  an< 
of  great  value. 


S.  Doc.  112. 


239 


j^nch  of  Eagle  river.  This  vein,  when  first  discovered,  was  far  from 
disclosinff  its  real  value.  A  perpendicular  vein  of  prehnite,  six  inches 
viide  at  the  top  of  the  cliff,  was  ODserved  to  contain  a  few  particles  of 
copper  and  silver,  not  amounting  to  more  than  two  per  cent,  of  the 
niass.  About  half  winr  down  the  cliff  this  vein  of  prehnite  was  found 
to  be  p.  foot  and  a  half  wide,  and  contained  five  and  a  half  per  cent,  of 
copper  and  some  silver.  It  was  thought  worth  while  to  drive  a  level 
into  the  lower  part  of  the  cliff,  where,  according  to  the  rate  of  widening 
of  the  vein,  it  ought  to  be  from  two  to  three  feet  wide.  This  was  done 
at  ray  suggestion,  and  a  magnificent  lode  of  copper  was  disclosed  ; 
many  lumps  of  solid  copper  of  several  hundred  weight  being  found 
mixed  with  the  vein-stone.  On  sinking  a  shaft  at  this  point  the  solid 
metallic  copper  was  soon  found  to  occupy  nearly  the  whole  width  of 
the  chasm,  and  immense  blocks  of  copper  are  now  taken  from  this  vein 
by  the  miners,  who  are  working  levels  300  or  more  feet  below  the 
mouth  of  the  shaft.  Large  quantities  of  lumps  of  copper  called  barrel 
ore,  and  rock  rich  in  smaller  pieces  of  copper,  mixed  with  silver,  are 
now  raised,  this  last  being  called  stamp  ore,  and  worked  by  stamping 
and  washing  the  ore.  From  this  stamp  work  about  five  thousand  dol- 
lars' worth  of  pure  silver  is  picked  out  by  hand,  and  much  is  still  left 
among  the  finer  particles  of  metal  and  goes  into  the  melted  copper. 

Suitable  cupelling  furnaces  will  ultimately  be  erected  for  the  separa- 
tion of  all  the  silver  from  this  rich  argentiferous  stamp  work,  lead  being 
the  appropriate  metal  for  its  extraction  by  eliquation  and  cupellation. 

There  are  other  valuable  copper  mines  on  Eagle  river.  Tne  North 
American  Company,  which  has  one  end  of  the  cliff  vein,  called  the 
South  Cliff  mine,  and  another  on  which  their  mining  operations  com- 
menced some  vears  ago,  is  at  present  in  successful  operation,  and  will 
add  much  to  the  exports  of  copper  from  the  lake. 

The  Lake  Superior  Copper  Company,  which  was  the  first  that  engaged 
in  those  mining  operations  that  gave  value  to  this  district,  opened  its 
first  mines  on  Eagle  river  in  1844.  Under  the  very  unfavorable  state 
of  things  which  then  existed  in  the  savage  and  uncivilized  state  of  the 
country,  and  after  two  or  three  years'  labor,  they  very  unfortunately  ' 
sold  their  mines,  at  the  precise  moment  when  they  were  upon  the  vein 
that  now  has  been  proved  to  be  so  very  rich  in  copper  and  silver. 
The  Phoenix  Copper  Company,  formed  of  the  remains  of  the  Lake  Su- 
perior Company,  opened  these  mines  anew ;  and  now  these  give  ample 
encouragement  to  the  new  adventurers,  who  will  doubtless  reap  their 
reward  in  valuable  returns  for  their  labor  and  enterprise. 

A  new  vein  a  little  to  the  eastward  of  the  first  that  was  opened,  on 
the  river's  borders,  is  said  to  give  promise  of  valuable  returns. 

The  Copper  Falls  mine,  another  branch  of  the  Lake  Superior  Com- 
pany, is  also  engaged  in  working  valuable  veins  of  native  copper  and 
silver,  and  has  sent  some  of  their  metals  to  market. 

The  Northwest  Company  has  a  valuable  mine  a  few  miles  from 
Eagle  Harbor,  and  the  metal  raised  therefrom  is  very  rich  and  abundant, 
some  of  it  being  mixed  with  sprigs  and  particles  of  metallic  silver. 
This  mine,  if  opened  with  due  skill,  and  in  as  bold  a  manner  as  that 
of  the  Boston  and  Pittsburg  Company  at  the  cliffi  carmot  fail  to  prove 
of  great  value. 


I  ^ 


ii    I 


S40 


S.  Doc.  11!2. 


n  f 


There  is  also  a  mine,  owned  by  the  Northwestern  Companv,  near 
the  Copper  Falls  mine,  in  the  rear  of  Eagle  Harbor,  which  is  also  rich 
in  native  copper,  but  I  d»)  not  know  its  present  condition. 

A  mine  was  also  opened  at  Eagle  Harbor,  which  gave  a  large  yielj 
of  copper  mixed  with  laumonite ;  but  the  mine  was  opened  like  a 
quarry,  and  was  close  to  the  waters  of  the  lake.  It  was,  therefore 
soon  flooded,  and  was  consequently  abandoned  by  the  miners. 

There  is  also  a  mine  called  the  Forsyth,  which  is  probably  a  valu- 
able one,  but  it  was  not  opened  at  the  time  I  made  my  surveys.  I 
obtained  fine  specimens  ot  copper  and  silver  from  this  vein,  and  sent 
them  to  Washington,  with  the  large  collection  I  made  for  the  United 
States  government,  and  they  are  now  to  be  seen  with  my  collection  in 
the  Smithsonian  Institute. 

A  full  and  minute  descriptive  catalogue  of  the  collection  I  made  for 
the  United  States  government  was  sent  by  me,  as  a  part  of  my  report, 
to  the  late  Secretary  of  the  Interior;  but  it  has  not  been  printed, 
though  it  was  the  most  valuable  part  of  my  report,  and  is  absolutely 
necessary  for  the  full  understanding  thereof,  and  for  learning  the 
nature,  locality,  and  value  of  each  specimen  in  the  collection  made 
by  me. 

The  rocks  which  contain  native  copper,  on  Keweenaw  Point,  are  of 
that  kind  called  amygdaloidal  trap,  which  is  a  vesicular  rock,  formed 
by  the  interfusion  of  sandstone  and  trap-rock,  and  is  the  product  of 
the  combination  of  the  two  gaseous  bubbles,  or  aqueous  vapors,  which 
have  blown  it  into  a  sort  of  scoria  at  the  time  of  its  formation.  It  is 
in  this  rock  that  we  find  the  copper-bearing  prehnite  and  other  vein- 
stones peculiar  to  the  copper  lodes.  In  Nova  Scotia  the  same  facts 
were  observed  by  Mr.  Alger  and  myself,  only  that  there  the  copper  is 
more  abundant  in  the  brecciated  trap,  or  a  trap  tuff,  which  lies  below 
the  amygdaloid.  Prehnite  does  not  occur  in  Nova  Scotia  trap,  but  in 
its  stead  we  find  analcime,  laumonite,  and  stilbite,  as  the  minerals 
accompanying  the  native  copper. 

On  Isle  Royale  we  have  phenomena  similar  to  those  observed  on 
Keweenaw  Point:  long  belts  of  trap-rock,  with  bands  of  a  con- 
glomerate of  coarse  water-worn  pebbles,  and  strata  of  find  red  sand- 
stone. 

The  trap-rocks  rest  on  the  strata  of  sandstone,  afler  passing  between 
thin  strata;  and  at  the  line  of  contact,  and  for  a  considerable  distance, 
■we  have  an  amygdaloidal  structure  developed.  It  is  probable  that 
the  trap-rock  was  poured  over  the  sandstone  strata  while  the  whole 
was  submerged,  and  that  other  beds  of  sandstone  were  deposited  upon 
it ;  so  that  if  this  was  the  case,  we  should  have  a  succession  of 
deposites ;  but  in  some  places  it  appears  as  if  the  trap  had  elevated 
the  strata,  and  pushed  itself  through  the  sandstone  by  main  force. 
Whatever  may  be  the  theory  of  this,  it  is  certain  that  the  strike  of  the 
strata  and  the  direction  of  the  included  trap-rock  are  the  same.  On 
Keweenaw  Point  we  have  veins  cutting  across  the  general  direction  of 
the  strata,  and,  of  course,  of  the  trap  range,  or,  as  the  miners  call  it, 
"across  the  country;"  while  on  Isle  Royale  the  copper  veins  more  fre- 
quently run  parallel  with  the  trap  ranges,  or  "with  the  country." 

On  Isle  Royale,  as  near  the  Ontonagon  river,  on  the  south  shore  of 


S.  Doc.  112. 


241 


tbe  ]vikcy  massive  epidote  is  the  most  common  "  vein-stone"  that  bears 
native  copper — the  metal  being  interspersed  with  it  in  its  mass,  or 
5nread  in  thin  sheets  in  the  natural  joints  of  the  rock,  with  occasional 
masses  or  lumps  of  considerable  magnitude.  Near  llock  Harbor,  on 
Isle  Royale,  at  a  pl^ce  called  Epidote,  and  at  another  called  after  the 
most  abundant  mineral  found  in  the  veins,  granular  and  compact 
epidote  are  the  prevalent  rocks  accompanying  the  native  copper.  So, 
also,  at  Scovill's  Point  the  same  associations  prevail  in  the  cupriferous 
veins.  <: 

The  most  important  and  productive  mines  of  native  copper  on  Isle 
Koyale  have  been  opened  on  the  north  side  of  the  island ;  but  still  the 
explorations  have  been  too  limited  to  allow  of  our  judging  of  the 
value  of  the  numerous  veins  upon  that  remarkable  island.  At  Wash- 
ington Harbor,  upon  Phelps's  island,  several  promising  veins  of  native 
copper,  associated  with  prehnite,  occur;  but  they  have  not  been 
opened  to  a  depth  sufficient  to  establish  their  value.  At  Siskawit  bay 
we  find  a  large  body  of  fine  red  sandstone  bordering  the  trap-rocks,  and 
shelving  down  into  the  lake  at  a  very  moderate  angle.  No  valuable 
copper  veins  have  been  found  at  thi^  place ;  but  the  bay  is  one  of  the 
favorite  stations  for  fishermen,  who  pack  annually 'great  numbers  of 
siskawit  [salmo  sislcawit,^  the  fattest  and  finest  species  of  the  lake  trout 
family,  and  large  lake  trout,  namaycush,  [salmo  amethystus,']  and  white- 
fish,  attihawmeg,  [coresonus  nlLus,']  for  the  western  market — from 
900  to  1,000  barrels  of  these  fine  fish  being  salted  and  packed  for  sale 
I  each  year. 

The  siskawit  may  be   said  to  be  peculiar  to  the  shores  of  this 

island,  few  being  caught  on  the  shores  of  Keweenaw  Point,  and  their 

migrations  being  extremely  limited.     They  are  caught  readily  by  the 

I  hook,  but   are  more  commonly  taken  by  means  of  gill-nets,  which 

are  set  a  yard  or  two  from  the  bottom,   in  water  of  about  200  feet 

I  depth — the  lower  edge  of  the  net  being  anchored  by  means  of  small 

stones  attached  to  cords,  while  the  upper  edge  is  sustained  vertically 

I  by  means  of  thin  laths  or  spindles  ot  light  wood.     These  nets  are  set 

at  night,  and  are  drawn  in  the  morning. 

The  siskawit  weighs  from  five  to  twenty  pounds,  while  the  lake 
I  trout  often  vireighs  as  much  as  forty  or  fifty  pounds. 

Of  all  the  fish  caught  upon  the  lake  the  siskawit  is  most  prized  by 
I  the  natives  on  account  of  its  fatness.     White-fish  are,  however,  much 
more  delicate,  and  are  preferred  to  all  others  by  the  white  inhabitants 
I  and  travellers. 

The  fisheries  of  Lake  Superior  are  of  great  value  to  the  people 
[living  upon  the  shores  of  the  lake,  and  of  some  importance  to  the 
States  bordering  on  the  other  and  lower  lakes,  and  the  inland  towns 
near  their  borders.  To  the  poor  Indian  the  bounties  of  the  great  lakes 
are  of  vital  importance,  for,  without  the  fish,  the  native  tribes  would 
soon  perish.  Game  has  become  exceedingly  scarce  in  these  thickly 
wooded  regions,  only  a  few  bears,  rabbits,  and  porcupines,  and  some 
partridges,  being  found  in  the  woods,  and  ducks  in  moderate  number^ 
upon  the  waters.  " 

Agriculture  has   scarcely  begun  to  tame   the  wilderness  in  the 
vicinity  of  the  copper  mines,  and  the  only  crops  raised  are  potatoes 
17 


';    n 


il 


842 


S.  Doc.  112. 


^l:'^' 


^ 


and  a  few  hardy  northern  esculents.  Small  cereal  grains — such 
as  oats,  barley,  and  rye — will  do  well  here  as  in  Canada ;  and 
Indian  corn  of  the  northern  varieties,  in  places  not  too  much  exposed 
to  the  chill  breezes  of  the  lake,  thrives  and  ripens.  Enslish  grasses 
have  not  yet  been  cultivated,  but  they  will  undoubtedly  thrive  as  well 
on  the  south  shore  of  Lake  Superior,  as  in  New  Brunswick  and  Nova 
Scotia.  The  native  grasses  are  abundant  and  good,  but  are  limited  to 
Bmall  natural  prairies  or  to  dried  up  ponds.  Judging  from  the  luxu< 
riant  growth  of  forest  trees — such  as  the  maple,  yellow  birch,  and  other 
trees  common  to  Maine  and  New  Brunswick — we  should  judge  thiit 
the  soil  was  as  good  on  the  shores  of  Lake  Superior  as  in  that  State 
and  province. 

Those  who  have  only  viewed  the  immediate  coast  of  the  lake,  es- 
pecially  that  now  densely  covered  with  a  tangled  growth  of  small, 
stunted  spruce  and  fir  trees,  would  be  likely  to  undervalue  the  agril 
cultural  resources  of  that  region.  They  should  remember  that  the  cold 
air  from  the  lake  affects  the  vegetation  only  near  its  shores,  and  that 
farther  inland  the  temperature  more  resembles  that  of  Canada  and 
the  northern  parts  of  New  Hampshire  and  New  York.  This  is  not 
only  shown  by  the  "native  forest  trees  and  the  flowering  plants,  but  also, 
ivhere  clearings  have  been  made  to  a  sufficient  extent,  by  the  agricul- 
tural produce  raised  upon  the  soil. 

The  forests  also  are  filled  with  excellent  timber  for  building  pur- 
poces ;  and,  where  the  growth  is  of  mixed  trees,  such  as  sugar-maple, 
yellow  birch,  and  pines,  the  while  and  yellow  pines  are  of  large  di- 
iioeii«ions,  and  furnish  good  lumber  for  sawing  into  boards,  planks,  and 
deaifi.  Though  there  is  little  prospect  at  present  of  sending  sawed 
board*  from  Lake  Superior  to  the  lower  lake  countiy,  the  time  will 
come  when  this  valuable  timber  will  become  of  commercial  import- 
afice$  atfd  that  time  will  arrive  the  sooner  if  the  ship  canal  now  pro- 
noj/sed  at  the  Sault  de  Sainte  Marie  shall  be  constructed  within  any 
lieaAoiiable  time. 

The  northern  or  British  shore  of  Lake  Superior  has  as  yet  been  but 
little  explored,  either  geologically  or  for  minerals.  One  mine  of  blende, 
or  sulphuret  of  zinc,  richly  mixed  with  spangles  of  native  silver,  and  a 
vein  of  sulphuret  of  copper,  have  been  discovered  at  Prince's  bay,  on 
the  north  shore,  not  far  tirom  Isle  Roy  ale.  I  know  not  what  progress 
has  been  made  in  developing  the  ores  of  this  mine,  but  at  the  time 
when  I  examined  it,  in  1847,  it  gave  promise  of  rich  returns.  As 
fl,  general  thing  the  copper  on  the  northern  shores  is  mineralized  by 
sulphur,  and  occurs  as  yellow  copper  pyrites,  or  as  gray  or  bla.k 
sulphurets  of  copper,  while  the  copper  on  the  south  shore  and  on  Isle 
Jioyale  is  mostly  in  the  metallic  state,  and  all  the  valuable  working- 
jKl^nes  are  there  opened  for  the  native  metal.  This  is  a  remarkable 
ceorersion  of  the  usual  laws  of  mineral  veins,  and  was  first  discovered 
BitMii  pointed  out  by  myself,  and  the  first  mines  for  native  copper  were 
opeoed  by  my  advice  and  in  accordance  with  my  surveys,  in  1844,  as 
loefdfe  stated.  This  remarkable  region  has  certainly  surprised  both 
geologists  and  miners  by  its  wonderful  lodes  of  native  copper,  and  by 
the  lumps  of  pure  silver  which  have  been  opened  and  brought  to  light 
by  ente/prising  companies  and  skilful  miners. 


S.  Doc.  112. 


348 


One  of  the  most  remarkable  associations  of  metals  is  here  observed 
in  the  intermixture  of  pure  silver  with  pure  copper,  the  two  metals 
being  perfectly  united  without  any  alloying  of  one  with  the  other. 
This  singular  condition  of  these  two  metals  has  puzzled  chemists  and 
mineralogists;  and  the  solution  of  the  problem  of  their  mode  of  depo- 
siiion  in  the  veins  is  still  undiscovered.  It  is  obvious,  from  experiment, 
and  from  all  we  know  of  the  affinities  of  metals  for  each  other,  that 
the  native  copper  was  not  injected  in  a  molten  state  into  the  veins. 
Although  I  have  discovered  the  manner  in-  which  the  copper  veins 
were  probably  formed,  I  am  far  from  having'  learned  that  of  the  silver, 
for  we  know  of  no  volatile  salt,  or  combination  of  that  metal.  This 
subject,  which  has  occupied  much  of  my  time  for  several  years,  will  be 
explained  more  fully  at  a  future  time,  m  a  paper  addressed  to  scien- 
tific men,  as  it  does  not  form  a  suitable  subject  for  a  mere  popular 
essay  like  the  present  communication ;  and,  as  before  observed,  is  still 
an  uncompleted  study. 

The  rocks  known  to  belong  to  the  cupriferous  formation  of  Lake 
Superior  are  nil  of  igneous  formation,  or  have  been  thrown  up  from 
the  unknown  interior  of  the  globe  in  a  molten  state,  and  in  long  rents, 
having  a  somewhat  crescentic  shape,  with  the  curve  toward  the  north 
and  west ;  the  radius  of  the  arc  not  being  far  from  thirty  miles  in  length 
on  Keweenaw  Point.  The  average  width  of  this  belt  is  not  more  than 
five  miles,  while  its  length  is  not  less  than  two  hundred  miles.  The 
Keweenaw  belt  of  trap  runs  by  the  Ontonagon  river,  narrowing  to  only 
a  mile  in  width  in  some  parts  of  its  course,  and  then  widening  rapidly 
as  it  extends  into  Wisconsin. 

On  the  Ontonagon  river  it  is  about  four  miles  wide ;  and  it  is  there 
highly  cupriferous,  several  important  veins,  now  wrought  by  mining 
companies,  having  been  discovered  by  the  miners  in  their  employ, 
on  this  river  and  m  its  vicinity.  The  Minnesota  mine  has  been,  thus 
far,  the  most  successful  of  those  opened  upon  this  part  of  the  trap 
range.  It  is  remarked  by  all  the  geologists  and  miners  who  have 
examined  these  rocks,  that  the  copper  ore  lies  in  the  amygdaloidal 
variety  of  them;  and  that  the  veins  of  native  copper  are  pinched  out  into 
narrow  sheets  in  the  harder  trap-rock  which  overlies  the  amygdaloid. 
This  fiict  was  first  noticed  by  Mr.  Alger  and  myself  in  the  geological 
survey  of  Nova  Scotia,  made  by  us  in  1827;  and  the  private  geological 
sui"veys  which  I  made  on  Keweenaw  Point,  in  1844  and  1846,  proved  it 
to  be  true  also  in  that  region ;  so  that  it  is  a  law  now  well  known  to  the 
miners  upon  the  Lake  Superior  land  district.  It  was  discovered,  also, 
that  the  copper  dies  out  in  the  veins  when  they  cut  through  sandstone 
rocks.  The  reason  for  this  I  have  discovered,  and  proved  by  experi- 
ment and  observation,  and  shall  farther  veriiy  when  ordered  to  com- 
plete my  govermnent  survey  of  the  mineral  lands  of  the  United  States 
m  Michigan. 

Much  may  be  expected  from  the  explorations  now  going  on  upon  the 
northern  shore  of  the  lake,  under  the  authority  of  the  Canadian  govern- 
ment, since  the  wisdom  of  that  province  has  perceived  the  importance 
of  rendering  her  researches  and  mvestigations  into  the  mineral  treasures 
of  her  soil  the  most  effectual  and  complete,  and  has  consequently 
mtrusted  them  to  men  the  most  thoroughly  competenl;  to  the  ta^]iE. 


'  '     H 


i44 


S.  Die.  113. 


?*  ■ 


Experienced  miners  are  oflen  good  observers,  and  to  them  we  owe 
much  valuable  observation ;  but  they  are  not  oflen  sufficiently  ocauointed 
with  geology  and  mincralo^  to  enable  them  to  judge  of  the  value  of  a 
mine  in  a  country  with  which  they  are  not  ikmilior  ;  and  they  cannot 
describe  what  they  discover  so  as  to  make  their  observations  intelligible 
or  valuable  to  others.  Miners  arc  good  assistants,  but  poor  principals 
in  any  geological  survc^^.  Hence  tne  British  government  employs  her 
most  learQecf  and  practical  geologists  in  her  surveys  in  Canada,  and 
allows  them  time  and  means  to  accomplish  in  a  proper  manner  their 
important  work. 

On  the  northern  shores  of  the  lake,  as  before  observed,  we  find  most 
commonly  the  ores  of  copper  j  while  in  the  trap-rocks,  on  the  south 
side,  the  metiil  occurs  in  its  pure  metallic  state.  The  ores  which  have 
been  found  on  Lake  Huron  already  promise  to  give  ample  profits  to  the 
owners  of  the  mine ;  and  other  localities  are  known,  where  there  is  « 
reasonable  prospect  of  successful  mining,  on  the  northern  borders  of 
Lake  Superior. 

Trade  will  spring  up  between  us  and  our  Canadian  neighbors  as  soon 
as  their  shore  becomes  inhabited,  and,  it  is  to  be  hoped,  will  prove  of 
Reciprocal  advantage  to  the  two  countries. 

C.  T.  JACKSON. 


THE  LAKES.-GENERAL  VIEW. 

This  is  a  brief  and  rapid  outline  of  a  country,  and  a  system  of 
waters,  strangely  adapted  by  the  hand  of  Providence  to  become  the 
channel  of  an  inland  navigation,  unequalled  and  incomparable  the 
world  over ;  through  regions  the  richest  of  the  whole  earth  in  pro- 
ductions of  all  kinds — productions  of  the  field,  productions  of  the 
forest,  productions  of  the  waters,  productions  of  the  bowels  of  the 
earths—regions  overflowing  with  cereal  and  animal  wealth,  abounding 
in  the  fliost  truly  valuable,  if  not  most  precious,  metals  and  minerals- 
lead,  iron,  copper,  coal — ^beyond  the  most  favored  countries  of  the 
globe  J  regions  which  would,  but  for  these  waters,  have  been  as  inac- 
cessible as  the  stejrpcs  of  Tartary  or  Siberia,  and  the  value  of  the 
productions  whereof  must  have  been  swallowed  up  in  the  expense  of 
their  transportation. 

And  this  country,  these  waters,  hitherto  so  little  regarded,  so  sin- 
gularly neglected,  the  importance  of  which  does  not  appear  to  be  so 
much  as  suspected  by  one  man  in  ton  thousand  of  the  citizens  of  this 
great  republic,  is  certainly  destined  to  excel  in  absolute  and  actjal 
wealth,  agricultural,  mineral,  and  commercial,  the  aggregate  of  the 
other  portions  of  the  United  States,  how  thrifty,  how  thriving,  how 
energetical  and  industrious  soever  they  may  be. 

Of  these  lakes  and  rivers,  during  the  year  1851,  the  commerce, 
foreign  and  coastwise,  was  estimated  at  three  hundred  and  twenty-six 
million  five  hundred  and  ninety-three  thousand  three  hundred  and 
thiity-five  dollars;  transacted  by  means  of  an  enrolled  tonnage  of 
seventy-seven  thousand  and  sixty-one  tons  of  steam,  and  one  hundred 


the  almost  unboi 


8.  Doc  112. 


245 


iid  thirty-eight  thousand  nine  hundred  and  fourteen  tons  of  sail, 
or  an  agsrecute  licensetl  tonnage  of  two  hundred  and  fifteen  thousand 
QJne  hundred  and  seventy-five  tons. 

In  the  prosecution  of  this  commerce,  it  would  appear,  as  nearly  as 
can  be  ascertained,  that  there  was  entered  an  aggregate  at  all  the  lake 
ports  together,  of  9,469,606  tons  during  the  season ;  and  cleared  at 
the  same  ports  9,466,346  tons — showing  an  average  of  nearly  forly- 
Ibur  entrances  of  the  whole  lake  tonnage  during  the  season. 

Of  the  above  amount  of  commerce  the  value  of  $314,473,468  went 
coastwise,  and  $12,119,877  Canadian  or  foreign. 

The  returns  of  the  coasting  trade  are,  it  is  true,  very  imperfect  and 
nnsatisfactory,  as  are  also  tne  estimates  founded  upon  them ;  but,  as 
approximations  only  can  be  arrived  at  under  the  circumstances,  the 
best  use  has  been  made  of  the  returns  received ;  and  the  results  arrived 
at  cannot  but  appear  strange  to  those  not  immediately  conversant  with 
the  character  ot  the  lake  trade. 

According  to  these  estimates  the  coasting  trade  is  divided  into  ex- 
ports, $132,017,470;  and  imports,  $182,456,988;  showing  a  difference 
of  $50,438,618,  when  there  should  have  been  a  pertect  balance. 
This  discrepancy  arises  from  a  higher  rate  of  valuation  at  the  place 
of  importation  tnan  at  that  of  exportation,  or  vice  versd.  Products  of 
agriculture,  the  forests,  and  the  mines,  are  easily  valued  at  a  correct 
rate ;  whereas  one  great  division  of  aiticles  of  importation,  classed  as 
merchandise,  including  everything  from  the  finest  jewelry  and  choicest 
silks  to  the  most  bulky  and  cheapest  articles  of  grocery,  can  scarcely 
be  reduced  to  a  concct  money  value. 

The  discrepancy,  then,  arises  from  the  valuation  of  the  aiticles  per 
ton  being  fixed  at  too  high  a  figure  at  one  port,  or  too  low  at  another. 
Which  valuation  is  the  more  correct,  it  is  impossible  to  ascertain  under 
thepresent  system  of  regulations. 

Taking  the  lowest  estimate,  the  actual  money  value  of  the  coastwise 
exports  o£  these  lakes  is  $132,000,000,  in  round  numbers,  being  the 
mere  value  of  the  property  passing  over  the  lakes,  without  including 
passage  money,  passengers  carried,  cost  of  vessels,  expenses  of  crews, 
or  anything  in  the  least  degree  extraneous. 

The  amount  of  grain  alone  which  was  trar.  sported  during  the  season 
of  1851,  amounted  to  1,962,729  barrels  of  floai,  and  8,119,169  bushels 
of  wheat — amounting  to  what  equals  an  aggregate  of  17,932,807  bushels 
of  wheat;  7,498,264  bushels  of  corn;  1,691,758  bushels  of  oats;  and 
360,172  bushels  of  barley ;  in  all  27,382,801  bushels  of  cereal  produce. 
This  branch  of  traffic,  it  is  evident,  must  continually  increase  with  the 
increasing  influx  of  immigration,  and  the  bringing  into  cultivation  of 
the  almost  unbounded  tracts  of  the  very  richest  soil,  on  which  the  forest 
is  now  growing,  which  surround  the  lakes  on  almost  every  side.  And 
the  like  may  be  predicated  of  the  exploitation  of  the  mines,  the  prosecu- 
tion of  the  fisheries,  and  the  bringing  to  light  of  all  natural  resources — 
fiicillties  of  transportation  causing  immigration,  immigration  improving 
cultivation  and  production,  and  these  two  originating  commerce,  and 
multiplying  a  thousand-fold  the  wealth,  the  rank,  and  the  happiness  of 
the  confederacy. 


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gttTM 

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j^M,  pot  and  pearl. 

AORIOVLTUI 

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Batter 

liri 

Fool 

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Eye 

Com 

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MANVFACTUl 

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Linieed  oil 

Leather 

Furniture 

Machines  and  parts  t 
Iron 

UTHKR  ARTIC 

Stone,  lime,  and  clay. 

,  r ibq ■•■•••  •■.«•  vs 


S.  Doc.  112. 

No.  7. 


Wf 


property  coming  from  Canada  hy  uxiy  ofBuffalo^  Black  Rock,  Otwego,  and 
WhitehaU,  during  the  year  1861. 


Artiolei. 


TBB  rORBST. 

fiirandp«ltiy pound*. 

Product  of  wood— 
Yat^  and  Mantling feet. . 

81iiii«le» v.•^•■• 

Timber cubic  feet 

gurei pounds. 

Wood corda.. 

jlihei,  pot  and  pearl barrel* . 

AORIOULTURK. 

product  of  animal* — 

poA barrels. 

Bicon  ••••-••  •••- pounds. 

Butter do... 

]xA • • do... 

Wool do... 

Bides do... 

Vegetable  food — 

Flour barrels. 

Wheat bushels. 

Eye do... 

Con do... 

Barley do... 

Oati do... 

Bran  and  ship  stuflfa pounds . 

Peas  and  beans bushels. 

do... 


Another  agricultural  products — 

Cotton pounds . 

Clover  and  grass  seed do . 

Hops do. 


MANUFACTURES. 

Domestic  spirits gallons . 

Linseed  oil do... 

Leather pounds. 

Furniture do... 

Machines  and  parts  thereof. do. .. 
Iron do... 


OTH£R  ARTICLES. 

Stone,  lime,  and  clay pounds . 

Eggs do... 

Fish do... 

Sundries .do... 


Buflkk). 


11.186 


10,200,427 
164,000 
2,969 
356,151 


19 

6,000 

12,788 

700 

96,020 

16,317 


19,302 
150,960 


104,143 
'  12,296 


90 


6,000 
21,416 


10,470 


3,882 
2,200 


11,669 


2,000 
83,317 


Bl'ckRook. 


12,393,957 
370 
44,492 


74,209,425 
6,645 
232,855 


8 


950 
2,475 


5,729 


2,800 


34,132 


Oswego. 


1,041 


24,090,426 

1,929 

1,187,371 


4,8 


141,209 


343,932 

684,280 
70,176 


19,844 
111,291 


64,896 
56 


68,er9 


2,860 


455,778 


WhitehaU. 


2,081 


154,461 
4,835 


7,589 


7,989 


25,606 

243,084 

3,509 

21,132 


1,101 
25,862 


1,120 


13,900 
184,638 


172,363 
132,091 
679,501 


Totol. 


12,397 


180.893,807 
172,944 
1.4«',707 
356,151 
8 
3,363 


19 

6,000 

17,686 

156,161 

241,064 

16.317 


371,778 

837,715 

78,166 

104,143 

51,179 

366,671 

3,509 

86,028 

146 


6.000 


10,470 
1,120 
6,742 
5,000 

13,900 
184,638 


11,669 

172,363 

134,091 

1,252,728 


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» 


RAILROAI 

As  a  report 
any  important 
tbe  various  wo 
it  owes  its  dir 
of  the  United  I 
The  peculia 
graphical  and 
and  relations  c 
internal  impro^ 
and  progress  ol 
mercial  enterpr 
tate  the  mover 
ibr  their  constr 
tions,  and  cons 
have  been  intru 
The  oppositic 
of  the  United  S 
of  such  works, 
er,  has  hitherto 
the  case  of  tht 
Many  intelligen 
geous.    Where 
nave  fortunate 
private  hands 
mercial  objects 
management 
of  the  com  mere 
illustration  of 

The  early  se^ 

seaboard,  mam 

at  favorable  po 

into  the  interic 

them  to  marke 

confined  to  the 

nitude  nor  imp 

leghany  mounts 

mind  was  turne 

I  iiitercommunic 

The  natural 

i  and  St.  Lawre 


8.  Doc.  113. 


875 


PART   IV. 

EAILROADS  AND  CANALS  OP  THE  UNITED  STATES. 

As  a  report  upon  the  inland  commerce  of  the  United  States,  or  of 
any  important  portion  of  it,  would  be  imperfect  without  reference  to 
the  various  works  constituting  its  channels,  to  which  in  some  degree 
it  owes  its  direction,  the  following  notice  of  the  railroads  and  canals 
of  the  United  States  has  been  prepared. 

The  peculiar  characteristics  oi  this  country,  in  regard  to  its  geo- 
graphical and  topographical  features  and  to  the  industrial  condition 
and  relations  of  the  people  of  the  different  regions,  render  works  of 
internal  improvement  necessary  to  the  development  of  the  resources 
and  progress  of  every  portion.  With  us  such  works  are  chiefly  com- 
mercial enterprises,  their  principal  object  being  to  cheapen  and  facili- 
tate the  movement  of  persons  and  property.  Generally,  the  means 
ibr  their  construction  have  been  furnisned  bv  incorporated  associa- 
tions, and  consequently  the  construction  ancl  management  of  them 
have  been  intrusted  to  such  companies. 

The  opposition  by  many  of  the  prominent  and  influential  statesmen 
of  the  United  States  to  the  interference  of  the  federal  government  in  aid 
of  such  works,  on  the  alleged  ground  of  absence  of  constitutional  pow- 
er, has  hitheito  prevented  the  rendering  of  such  assistance  except  in 
the  case  of  the  Cumberland  road,  and  one  or  two  other  instances. 
Many  intelligent  men  doubt  if  this  opjmsition  has  not  been  advanta- 
geous. Wherever  the  respective  States  have  aided  such  works,  they 
have  fortunately,  in  most  instances,  committed  the  control  of  them  to 
private  hands  and  private  interests.  Considerations  apart  from  com- 
mercial objects  have  had  but  littld  influence  in  their  construction  or 
management.  These  works,  therefore,  constitute  the  best  expression  , 
of  the  commercial  wants  of  our  people,  and  their  immense  cost  the  best 
illustration  of  the  magnitude  and  value  of  this  commerce. 

The  early  settlements  in  this  country  having  been  made  upon  the 
seaboard,  manufacturing  and  commercial  communities  first  grew  up 
at  favorable  points  near  the  coast.  The  extension  of  the  settlements 
into  the  interior  necessai'ily  involved  the  construction  of  outlets  for 
them  to  markets  upon  the  seaboard.  So  long  as  this  population  was 
confined  to  the  Atlantic  slope,  public  highways  were  not  of  great  mag- 
nitude nor  importance.  When,  however,  settlers  had  crossed  the  Al- 
leghany mountains  und  peopled  the  regions  beyond  them,  the  public 
mind  was  turned  to  the  subject  of  constructing  channels  of  commercial 
intercommunication  adequate  to  their  wants. 

The  natural  outlets  of  the  ^eat  interior  basin — ^the  rivers  Mississippi 

^  St.  Lawrence — are  not  m  all  respects  adequate  and  convenient 


V 

^'  1 


% 


iifi 


Jl 


276 


S.  Doc.  112. 


outlets.  Thp  first  j)erson  to  present  a  definite  project  for  an  artificial 
work,  on  an  extensive  scale,  was  General  Washington.  That  great 
and  wise  man  foresaw  the  future  importance  of  the  country  beyond  the 
AUeghanies,  and  the  magnitude  of  its  prospective  commerce,  which  he 
proposed  to  secure  to  his  own  colony.  Before  he  reached  the  age  of 
twenty-one  years  he  had  crossed  the  mountains,  and  the  subject  of  a 
canal  from  the  tide-waters  of  the  Chesapeake  to  the  waters  of  the 
Ohio  received  his  careful  attention.  At  suosequent  periods  he  visited 
the  Ohio  valley  and  presented  the  results  of  his  examination  and  ob- 
servation  to  the  House  of  Burgesses  of  Virginia,  from  which  body  he 
received  a  vote  of  thanks.  The  plan  of  a  canal  proposed  by  him  was 
eagerly  embraced,  and  has  now  so  long  remained  a  favorite  object  that 
its  importance  and  ultimate  consummation  have  become  traditional 
ideas  with  the  people  of  Virginia.  j 

The  merits  of  a  general  plan  for  a  commercial  channel,  by  which  to 
connect  the  East  and  West,  suited  to  the  wants  of  the  two  different 
sections  of  the  country,  were  not  involved  in  the  questioi>  of  route.  I 
Virginia,  prior  to  the  Revolution,  was  the  richest,  most  populous,  and 
most  central  of  the  colonies,   and  her  tide-waters  most  nearly  an- 1 
proached  the  navigable  waters  of  the  Ohio.    It  was  taken  for  granted! 
that  the  appropriate  route  for  such  a  work  lay  through  her  territor);! 
but  at  that  time  our  people  had  neither  the  engineer''  y  skill  northeex-l 
perience,  nor  were  they  sufficiently  acquainted  Wiiii  the  topography  of  j 
the  mountain  ridge  separating  the  great  western  valley  from  the  Atlan-f 
tic  slope,  to  decide  upon  the  question  of  route.    As  they  became  betteri 
acquamted  with  the  country,  it  was  ascertained  that  the  best  route  fori 
a  canal  connecting  the  navigable  water-courses  separated  by  the  Alle-[ 
ghanies  lay  farther  north ;  and  it  was  reserved  for  New  York  first  tol 
realize  the  idea  of  General  Washington,  and  thereby  secure  to  itsclfl 
the  vast  benefits  the  result  of  which  he  foresaw,  and  which,  before  tlief 
Revolution,  he  sought  to  secure  to  Virginia.    For  years  after  Generall 
Washington  proposed  his  jilan,  our  western  settlements  did  not  ex-[ 
tend  beyond  the  Ohio }  and,  in  fact,  all  the  country  west  of  the  Mis.| 
sissippi  was  claimed  by  a  foreign  power.     The  vast  regions  now  fiUedi 
with  a  numerous  and  thriving  population,  comprising  the  States  off 
Ohio,  Indiana,  Illinois,  Missouri,  Iowa,  and  Wisconsin,  were  not  onlyl 
a  wilderness,  but  the  idea  that  they  would  ever  be  densely  occupiedl 
by  civilized  man  was  regarded  as  chimerical.    The  pitincipal  set-f 
tlements  beyond  the  mountains  were  those  most  contiguous,  to  \  irginia.l 
and  what  is  now  Kentucky  was  then  a  part  of  the  "Old  Dominion."! 
The  rapid  settlement  of  Ohio  and  the  adjacent  States,  after  the  war  oi 
1812,  changed  the  aspect  of  aflfairs  in  the  West.     Tlie  preponderating 
interest  and  influence  extended  northward  of  the  first  settlements,  anal 
the  State  of  New  York  was  the  first  to  open  an  improved  line  of  codh 
mercial  communication  between  the  Atlantic  and  tne  Great  West.  Al 
canal  was  discovered  to  be  practicable  through  her  territory,  and  the! 
genius  and  public  spirit  of  her  statesmen  stimulated  her  legislators  to[ 
make  use  of  this  acfvantage,  securing  to  her  the  chief  interior  trade. 

It  was  not  until  after  the  completion  of  the  Erie  canal,  in  1835,| 
that  the  j^daptability  of  railroads  to  the  uses  of  commerce  was  es- 
established.    These  works  are  destined  to  compete  with  canals,  ani 


S.  Doc.  112. 


27T 


pven  natural  water-courses,  as  media  of  commercial  intercourse.    Their 
(onstruction  and  profitable  operation  may  be  regarded  as  practicable 


upon 


all  the  routes  of  commerce— and  all  the  Atlantic  cities  have 


either  completed,  or  have  in  progress,  lines  of  railroads  having  the 
ffljne  general  objects  and  direction  with  the  great  New  York  work, 
(,y  wliich  they  propose  to  secure  similar  results.  These  works  are 
p;garded  as  of  greater  benefit  to  the  interior  portions  of  the  country 
than  to  the  cities  which  are  their  termini  upon  our  navigable  water- 
|(;our9es.  Their  construction  is  now  the  absorbing  topic.  They  will 
one  day  become  the  ordinary  highways  of  transit  for  property  as  well 
.^  persons.  A  satisfactory  view  of  the  commerce  of  the  country, 
therefore,  necessarily  involves  a  ^description  of  them,  as  its  future 
I  channels. 

It  is  also  important  that  the  uses,  objects,  and  influences  of  pub- 
I  lie  works  in  developing  the  resources,  in  stimulating  and  in  giving 
new  directions  to  the  commerce  of  the  country,  should  be  thoroughly 
[uaderstood,  both  as  tending  to  correct  legislation  in  commercial  affairs 
nd  as  securing  to  these  enterprises  that  degree  of  public  confi- 
Idence  to  which  they  are  entitled.    As  heretofore  stated,  at  least 
S80,000,OOO  are  now  annually  required  to  carry  forward  works  in 
progress,  and  to  meet  the  demand  of  new  ones  as  they  may  arise. 
I  Of  this  sum,  $50,000,000  are  borrowed  either  of  the  capitalists  of 
mi  country,  or  of  Europe,  at  rates  of  interest  averaging  from  6  to  10 
per  cent,  per  annum  for  a  series  of  years.    A  large  sum  is  in  this  man- 
ner addect  to  the  cost  of  these  works,  which  might  be  saved  were  the 
J  public  mind  properly  enhghtened  as  to  their  productiveness,  as  invest- 
Iments  of  capital,  and  as  to  their  influence  in  increasing  national  wealth 
jand  prosperity. 

Tnis  review  of  railroads  and  canals  will  commence  with  a  notice 
lof  those  of  New  York — the  pioneer  State  in  successful  achievements 
on  a  large  scale.  In  noticing  the  works  of  other  States,  a  geographical 
iwther  than  chronological  order  will  be  observed.  Only  the  leading 
lEnes — such  as  are  in  some  measure  identified  with  the  commerce  of 
Ith''  country — will  be  particularly  described ;  and  where  works  ai'e  still 
lin  progress,  the  results  predicated  of  them  will  be  stated. 

Following  the  notice  is  a  brief  consideration  of  railroads  in  their 
^momiml  aspects  and  results — amatteresteemedof  equal  if  not  greater 
Lportance  than  a  detailed  description  of  the  works  themselves. 

NEW  YORK. 

Population  in  1830,  1,918,608;  in  1840,  2,428,921;  in  1860, 
13,097,394.  Area  in  square  miles,  46,000 ;  inhabitants  to  square  mile, 
|i7.33. 

Erie  canal, — Although  it  was  known  at  an  early  period  that  a  favor- 
tble  route  for  a  canal  from  tide-water  to  the  lakes  existed  in  the  valley 
pf  the  Mohawk  river,  it  was  not  until  1816  that  the  project  received  par- 
kicular  attention  from  the  authorities  of  the  State  ot  New  York.  In  that 
rear,  the  governor  of  the  State,  the  Hon.  D.  D.  Tompkins,  in  his  annual 
pessace  to  the  legislature,  recommended  the  construction  of  a  canal 
bm  the  Hudson  river}  at  Albany,  to  Lake  Erie.    This  recommenda- 


I 


ST8 


S.  Doc.  112. 


f  ^ 


m 

III" ' 


L 


lion  was  favorablj  received,  and  after  a  protracted  discussion,  as  to 
the  plan  which  should  be  pursued,  the  work  was  formally  commenced 
on  ute  4th  of  July,  1817 ;  and  on  the  26th  day  of  October,  1825,  tbe 
canal  was  completed. 

Previous  to  the  construction  of  the  canal,  the  cost  of  transportation 
from  Lake  Erie  to  tide-water  was  such  as  nearly  to  prevent  ul  move, 
ment  of*  merchandise.  A  report  of  the  committee  of  the  legisla. 
turc,  to  whom  was  referred  the  whole  subject  of  the  proposed  work, 
consisting  of  the  most  intelligent  members  of  that  body,  dated 
March  17,  1817,  states  that  at  that  time  the  cost  of  transportation 
from  Buffalo  to  Montreal  was  $30  per  ton,  and  the  returning  trans. 

S)rtation  from  $60  to  $75.  Thef  expense  of  transportation  from 
uffalo  to  New  York  was  stated  at  $100  per  ton,  and  the  ordinary 
length  of  passage  ticenty  days;  so  that,  upon  the  very  route  through 
which  the  heaviest  and  cheapest  products  of  the  West  are  now  sent  to 
market,  the  cost  of  transportation  equalled  nearly  three  times  the  market 
value  of  wheat  in  New  York;  six  times  the  value  of  corn;  tuv/ve  times 
the  value  of  oats ;  and  far  exceeded  the  value  of  most  kinds  of  cured 
provisions.  These  facts  afford  a  striking  illustration  of  the  value  of  | 
internal  improvements  to  a  country  like  the  United  Slates.  It  may  be 
here  stated,  as  an  interesting  fact,  that  prior  to  the  construction  of  the  j 
Erie  canal,  the  wheat  of  western  New  York  was  sent  down  the  Sus- 
quehanna to  Baltimore,  as  the  cheapest  and  best  route  to  market. 

Although  the  rates  of  transportation  over  the  Erie  canal,  at  its  open- 
ing, were  nearly  double   tbe  present  charges — ^which  range  ftotnl 
$3  to  $7  per  ton,  according  to  the  character  of  the  freight — ^it  im- 
mediately became  the  convenient  and  favorite  route  for  a  large  portion  i 
of  the  produce  of  the  northwestern  States,  and  secured  to  the  city  of  I 
New  York  the  position  which  she  now  holds  as  the  empcMium  of  the  f 
Confederacy.    Previous  to  the  opening  of  the  canal,  the  ti'ade  of  the 
West  was  chiefly  carried  on  through  the  cities  of  Baltimore  and  Phila- 
delphia, particularly  the  latter,  which  was  at  that  time  tbe  first  city  I 
of  the  United  States  in  population  and  wealth,  and  in  the  amount  of  its 
internal  commerce. 

As  soon  as  the  lakes  were  reached,  the  line  of  navigable  water  was  I 
extended  through  them  nearly  one  thousand  miles  farther  into  the  in- 
terior.     The  western  States  immediately  commenced  the  construction 
of  similar  works,  for  the  purpose  of  opening  a  communication,  from  the 
more  remote  portions  of  tneir  territories,  with  this  meat  water-line.  All 
these  works  took  their  direction  and  character  from  the  Erie  canal,! 
which  in  this  manner  became  the  outlet  for  almost  the  greater  part  of  I 
the  West. 

It  is  difficult  to  estimate  the  influence  which  this  canal  has  exerted  upon  | 
the  commerce,  growth,  and  prosperity  of  the  whole  country,  for  it  is  im- 
possible to  imagine  what  would  have  been  the  state  of  things  without  it. 
But  for  this  work,  the  West  would  have  held  out  few  inducements  to  the 
settler,  who  would  have  been  without  a  market  for  his  most  important 
products,  and  consequently  without  the  means  of  supplying  many  of  his 
most  essential  wants.     That  portion  of  the  country  would  have  remained  I 
comparatively  unsettled  up  to  the  present  time;  and,  where  now  exist  j 
rich  and  populous  communities,  we  should  find  an  uncultivated  wilder-r 


S.  Doc.  112.. 


279 


hess* 


The  East  would  have  been  equally  without  the  elements  of 


jwth.  The  canal  has  supplied  it  with  cheap  food,  and  has  opened 
^outlet  and  created  a  market  for  the  products  of  its  manufactures  and 
commerce.  The  increase  of  commerce,  and  the  growth  of  the  country, 
l^ve  been  very  accurately  measured  by  the  growth  of  the  business  of 
tiie  canal.  It  has  been  one  great  bond  of  strength,  infusing  life  and 
^r  into  the  whole.  Commercially  and  politically,  it  has  secured  and 
maintained  to  the  United  States  the  characteristics  of  a  homogeneous 

ople. 

It  will  be  seen,  by  the  following  tabular  statement,  that  the  growth  of 
the  city  of  New  York  in  population,  wealth,  and  commerce,  has 
nearly  Kept  pace  with  the  increase  of  the  business  of  the  Eric  canal, 
and  the  progress  of  the  western  States.  The  tables  shov/  the  inti- 
niate  relation  of  this  great  work  to  the  cdmmerce  and  prospe.ity  of  the 
country,  and  that  to  maintain  a  large  foreign  commerce  it  is  necessary 
that  a  city  should  have  a  large  domestic  trade. 

They  also  indicate  the  annual  tonnage  of  the  canal ;  the  value  of 
produce  and  merchandise  passing  to  and  from  tide-water;  the  tonnage 
and  value  of  produce  received  at  Buffalo  and  Oswego  from  the  western 
States;  the  number  ofannual  lockages  on  the  canal;  the  foreien  arrivals 
at,  and  tonnage  of,  the  ports  of  Boston,  New  York,  Philadelphia,  and 
Baltimore;  the  value  of  exports  and  imports  of  each  of  these  cities^  iheir 
increase  in  wealth  and  population,  and  also  the  increase  of  the  popula- 
tion of  the  western  States  since  1820. 


.  '■«.  ,^' 


'-;-*;: 


■4k 


V-*^' 


■^t0 


!"'"  T 


^■■^iii 


i 


ii' 


i 

w, 


Ii 


li-^. 


S:  Doc.  lis. 


!• 


Comparative  ttatement  ihowing  the  toU$,  trade,  and  tonnage  of  the  New  York 
State  canalt,  and  the  progreu,  in  commerce,  navigation,  population,  ai^i 
valuation,  of  the  four  principal  Atlantic  cities,  and  the  foreign  cowmerct 
of  the  United  States,  from  1820  to  1851,  inclueive. 


:r"^ 


1  i^ 


^v 


New  York  State  oanalt— tolls,  trade,  and  tonnage. 

Tean. 

Tolls,  amount 
collected. 

Total  move- 
ment,  east 
and  west. 

Total  receiv'd 
attido-water. 

Total  going 
firom  tide- 
water. 

Proportion 'ProportioQ 
destined      received 
toother     ftom  other 
States.        State.. 

Dollars. 

Tons. 

1820 

5,244 
24,388 

64,072 
153,099 
340,761 
566,279 
765,104 
859,260 
838,447 

813,  isr 

1,056,922 
1,223,801 
1,229,483 
1,463,715 
1, 340, 106 
1,548,108 
1,614,342 
1,292,629 
1,590,911 
1,616,382 
1,775,747 
2,034,882 
1,749,197 
2,081,590 
2,445,761 
2,645,931 
2,755,593 
3,634,942 
3,252,184 
3,268,226 
3,273,899 
3,329,787 

1821 

1822 

1823 



1624 

157,446 
185,406 
269,795 

32,385 
33,438 
34,086 

1825 

1826 

1827 

1828 

54,622 
48,993 
66,626 
83,893 

1829 

1830 

1831 

1832 

...... i... 

1833 

119,463 
114,608 
128,910 
133,796 
122,130 
142,802 
142,035 
129,580 
162,715 
122,394 
143,595 
176,737 
195,000 
213,795 
288,267 
329,557 
315,550 
418,370 
467, 9#1 

1834 

553,596 

753, 193 

696,347 

611,741 

640,481 

602,128 

669,012 

774,334 

666,626 

836,861 

1,019,094 

1,204,943 

1,362,319 

1,744,283 

1,447,905 

1,579,946 

.   2,033,668 

1,977,151 

1835 

55,772 

61,167 

54,766 

77,090 

85, 193 

63,871 

81,742 

54,011 

72,500 

99,552 

104,018 

138,235 

147,654 

187,453 

183,036 

158,501 

246,812 

1836 

1,310,807 
1,171,296 
1,333,011 
1,435,713 
1,417,046 
1,521,661 
1,236,921 
1,513,439 
1,816,586 
1,977,565 
2,268,662 
2,869,810 
2,796,230 
2,894,7,32 
3,076,617 
3,582,733 

104,701 
110,108 
125,779 
158,000 
214,456 
275,076 
272,386 
286,891 
340,151 
338,525 
540,219 
854,693 
701,531 
834,140 
897,891 
1,047,649 

1837 

1838 

1839 

1840 

1841 

1842 

1843 

1844 

1845 

1846 

1847 

1848 

1849 

1850 

1851 

hijM    < 


S.  Doc  112. 

STATEMENT— ConUnued. 


fm 


New  York  State  canal*— tolb,  trade,  and  tonnage. 

Yeari. 

Value  of  the 
total  move- 
ment. 

Lockage! 
at  Alexan- 
der'alock. 

Value  fW>moth- 
er  Statei,  via 
Buffiilo     and 
Oawego. 

Total  Taloe  re- 
ceived at  tide- 
water. 

Value  of  mereb* 
andiw  destined 
fototherStatea, 
via  Buffalo  and 
Oswego. 

Dollara. 

Number. 

DoUara. 

IMO t-. 

ml 

1822 

1^ 

\m 

6,166 
10,985 
15,156 
13,004 
14,579 
12,619 
14,674 
16,284 
18,601 
20,649 
22,911 
25,798 
25,516 
21,05S 
25,962 
24,234 
26,987 
30,320 
22,869 
23,184 
28,219 
30,452 
33,431 
43,957 
34,911 
36,918 
38,444 
40,396 

iej5 

i^ 

\m :.... 

1838 

1829 

1830 

1831 

......... 

• 

,832 

, 

1833 

1831 

13,405,022 
20,525,446 
26,932,470 
21,822,354 
23,038,510 
20, 163, 199 
23,213,OT3 
27,225,322 
22,751,013 
28,453,408 
34,183,16r 
45,452,321 
51,105,256 
73,092,414 
50,883,907 
52,375,521 
65,474,637 
53,927.508 

1835 

1836 

67,634,643 

55,809,228 

65,746,559 

73,399,764 

66,303,893 

92,202,929 

60,016,608 

76,276,909 

90,921,152 

100,553,245 

115,612,109 

151,563,428 

140,086,157 

144,732,285 

156,397,929 

159,981,801 

5,493,816 

4,813,626 

6,369,645 

7,258,968 

7,877,358 

11,889,273 

9,215,808 

11,937,943 

15,875,558 

14,162,239 

20,471,939 

32,666,324 

23,245,353 

26,713,796 

25,471,962 

26,928,315 

9,723,250 
6,322,750 
8,657,250 

10,259,100 
7,057,600 

11,174,700 
7,216,900 

i83r 

1838 

1839 

1840 

J841 

1842 

1843 

13,067,260 

1844 

14,845,250 

1845 

17, 366, 300 

1846 

20,415,500 

1847 

27,298,800 

1848 

30,553,920 

1849 

31,793,400 

1850 

47, 188, 600 

1^51 

62,963,640 

I    \ 


M 


I 


u 


r 


i  1 


set 


S.  Doc.  112. 

STATEMENT— Continued. 


w 


Yam. 


I  ''* 


18S0 
1831 
1882 
1833 
1884 
1885 
1886 
1837 
1838 
1839. 
1830 
1831 
1833 
1833 
1834 
.1835 
1836 
1837. 
1838. 
1839. 
1840. 
1841  . 
1848, 
1843. 
1844. 
1846. 
1846. 
1847. 
1848. 
1849. 
1850. 
1851  . 


Commerce,  UTigation,  Talwtioii,  and  popnktkm  of  New  York 
Bolton,  Philadelphia,  and  Baltimore,  with  tke  ouitonu'  rere! 
moe  at  each  port. 


Value  of  Import*  at  the  porta  o^ 


Boiton. 


$16,075,689 
18,174,865 
24,248,787 
17,949,146 
12,355,131 
17,987,754 
14.826,967 
18,912,078 
15,796,600 
15,788,484 
18,884,448 
21,330,381 
22,615,117 
23,279,148 
27,183,777 
23,275,953 
28,656,163 
30,508,139 


New  Tofk. 


#26,020,012 
33,912,453 
30,601,455 
37,783,147 
60,024,973 
34,728,664 
41,441.838 
39,117,016 
34,978.493 
38,656,064 
57.891.727 
48,548,018 
66,587.976 
72.724,310 
87,734,844 

117,700,917 
78,543,706 
68J69.360 
99.483,414 
60,064,942 
75,368,283 
67,446,061 
31,112,227 
64,628,188 
69,897,405 
73,531,611 
83,075,896 
98,947,176 
91,374,584 

116,667,558 

144,454,016 


Philadelphia. 


#8.158,922 

11,874,170 

13,696,770 

11,866,631 

16,041,707 

13,661,779 

11.212,936 

12,884,408 

10, 100, 152 

9,626.893 

11.673.766 

10.048.196 

11.163,767 

10.479.268 

18,389,937 

16,068,«33 

11.680,011 

9.383.840 

16.037.420 

8,464.882 

10,342,806 

7,381,770 

8,765.968 

7,217.238 

8.156.446 

7,989.393 

9.586.186 

12,147,000 

10,644,803 

12,065,834 

14,168,618 


Baltimore. 


#4,647,107 
6,647,163 
7,131,503 
7,857,033 
6,701,869 
6,995,885 
4,835,617 
6,101,313 
4,416,133 
2,479,138 
3,917,730 
3,741,286 
4,042,915 
4,432,314 
6.343,643 
4,976,731 
6, 124,801 
6,648,774 


8.  Doe.  118. 

STATEMENT— Continued. 


1822. 

1825. 
1926 

1827 


1830. 
1831. 
1833. 
1833. 
1834 


1837. 

1838. 

1839. 

1840. 

1841. 

1B42. 

1843. 

1844. 

1845. 

1846. 

1847 

1948 

1849 

1850 

1851 


Yean. 


Conuneroe,  navigtHoii,  ralnattoo,  and  population  of  New  York, 
Botton,  Philadelphia,  and  Baltimore,  with  the  cuitoma'  rere- 
nue  at  each  port. 


^ 


Value  of  exports  from  the  porta  of— 


Boston. 


New  York. 


$8,984,611 
9,413,964 
8,716,330 
8,016,859 
7,400,999 
7,694,664 
8.232,386 
9,441,186 
7,830.794 
6,146,063 
7,501,469 
8,923,838 
8,958,048 
9,686,851 

18,204.462 

8.692.008 

9,141,652 

10,498,180 


$11,769,511 
12,184,645 
15,405,694 
81,089,696 
82,309,302 
34,032,279 
19,437,229 
24,614,035 
22,135,487 
17.609.600 
17.666,624 
26,142,719 
22,792.599 
84,703,903 
83,848,736 
89,451,192 
87,668,169 
25,469,627 
81,654,765 
31,946,474 
32,408.689 
30,792,780 
86,467,316 
16,978,084 
89,788,803 
33,654,776 
33.646.006 
46,686,636 
49,742.238 
42,788,237 
47,580,357 
79,867,315 


PbUadelphia. 


$5,743,649 
7,391,767 
9,047,802 
9,617,192 
9,364,893 

11,269,961 
8,331.728 
7,676,833 
6,061,480 
4,089,936 
4,891,793 
6,513,713 
3,516,066 
4,078.961 
3,989,746 
4,176,890 
3,677,607 
3,841,699 
3,477,151 
6,299,416 
6,820,146 
6,152,601 
3,763,894 
8,354,948 
3,636.856 
3,674,363 
4,761,006 
8,641,167 
6,732,333 
6,343,421 
4,601.606 
6,356,036 


Baltimore. 


$4,166,996 
3,923,869 
3,393.444 
3,789,917 
4,624,675 
4,676,561 
5,768,768 
4,946,346 
4,901,8^ 
3,006,894 
6,186,476 
5,816,969 
6,869,065 
9,760,467 
7,189,461 
7,999,857 
6,944,615 
5,636,786 


11 

wl  I 


I'    \ 

In 


a  Doc.  112. 

STATEMENT— Continued. 


Commeree,  iwvigation,  Taluatlon,  ud  population  of  N«w  York 
Boatoii,PhlladelphU,and  Baldinore,  with  th«i  oiutonu'  rereniM 
at  each  port. 

Ycwi. 

Duties  collected  at  the  porta  of— 

-,.     .,  ,\r  ■    , ., 

Boston. 

New  York. 

PhUadelphia. 

Baltimore. 

1820 

$5,487,974 

7,243,542 

9,941,702 

9,022,433 

11, 178, 139 

15,752,100 

11,525,662 

13,217,695 

13,745,147 

13,052,676 

15,012,553 

•  20,096,136 

15,070,124 

13,039,181 

10, 183, 152 

11,507,466 

13,424,717 

6,679,756 

8,941,208 

14,475,995 

7,167,968 

8,418,588 

11,273,499 

4,072,296 

16,792,679 

17,255,308 

16,975,972 

15,524,014 

20,128,726 

18,377,814 

24,952,977 

28,772,558 

1821 ♦ 

1832 

1823 

1824 

1826 

1626 

1827 

1828 

1829 

1830 

1831 

1838 

1833 

1834 

1835 

92,612,486 
2,236,041 
1,328,863 
2,239,554 
2,162,055 
1,820,173 
2,307,848 
2,789,798 
1,311,225 
4,411,372 
4,676,157 
4,844,129 
4,098,226 
5,033,772 
4,380,346 
6,177,970 
6,250,588 

$2, 159.  Ill 
2,637,796 
1,162,610 
1,882,613 
2,326,364 
1,553,373 
1,367,259 
1,659,125 
659,649 
2,255,860 
2,361,325 
2,136,764 
1,978,430 
2,779,931 
2,329,653 
3,122,660 
3,715,126 

t666,937 

1,127,989 

704,247 

1,111,741 

1,166,548 

700,315 

,    616,025 

610,880 

228,387 

603,574 

696,724 

674,548 

600, 49r 

771,708 

649,403 

1,004,961 

1,063,530 

1836 

1837 , 

1838 

1839...., 

1840 

1841 

1943 

1843 

1644 

1846 

1846 

1847 

1848 ^ 

1849 

1850 

1851 

Te«n. 


m 
m 
m 

m 

'*», 

im. 
mi. 

1832. 
1833. 
1834. 
1835. 
1836. 

i83r. 

1838. 
1839. 
1840. 
1841. 
1843. 
1843. 
1844. 
1845. 
1846. 
1847. 
1848. 
1849. 
1850. 
1851. 


a  Doe.  118. 

STATEMENT— ConUnued. 


i 


Conm«ree.  iuiTlf»doD,  Tilutioii,  and  popuUrinn  of  New  York,  Boaton, 
PhlUdstphls,  and  BaMnora,  with  the  citftonu'  rarenue  at  «aeh  port. 


Foreign  tonnage  entered 


Tom. 


i 

I 


183,085 
194,430 
334,684 
343,377 
198,898 
330,656 
345,333 
391,333 
376,366 
144,506 
888,988 
308,958 
318,836 
325,436 
433,674 
451, 176 
478, 859 
513,317 


Tona. 


171, 
386, 
336, 
353, 

380, 
374, 


875, 
381, 
314, 
337, 
401, 
430, 
443, 
465, 
534, 
579, 
433, 
563, 
545, 
547, 
570, 
313, 
576, 
597, 
655, 
8.^3, 
933, 
1,117, 
1,145, 
1,448, 


963 
790 
789 
769 
179 
997 
873 
677 
513 
715 
009 
718 
918 
697 
665 
538 
194 
497 
617 
931 
694 
015 
314 
480 
318 
877 
668 
493 
800 

'.m 

708 


Toua. 


83,804 

78,993 

84,484 

91,715 

83,133 

111,393 

87,703 

99,070 

94,554 

47,944 

89,529 

91,313 

88,048 

139,774 

119,787 

143,633 

133,370 

159,636 


Tom. 


65,038 

63,433 

70, 176 

96,893 

77,106 

78,761 

83,140 

89,748 

86,904 

51,598 

83,813 

80,030 

89,906 

133,065 

103,530 

110,068 

99,588 

113,027 


Enlranoea. 


No. 


853 


1,070 
1,158 
1,381 
1,544 
1,335 
1,440 
1,507 
1,730 
1,719 
943 
1,897 
3,166 
2,173 
2,120 
2,923 
2,940 
3,782 
2,917 


t 
I 


No. 


912 


1,950 
2,008 
2,305 


1, 

3,138 

1,955 

3,098 

1,987 

1,151 

3,133 

3,008 

3,133 

3,738 

3,870 

3,218 

3,163 

3,647 


No. 


4791 
441 
494 
483 
501 
484 
483 
469 
450 
374 
415 

im 

438 
474 
441 

416| 

407 

438 

438 

531 

444 

498 

465 

255 

447 

42( 

398 

621 

524 

606 

537 

581 


''1 

I 


No. 


f,- 


333 
336 
359 
441 

396 
438 
410 
444 

408 
355 
409 
384 
430 
511 
479 
484 
438 
467 


I 


286                          K  0OC/ 1^. 

STATEMENT— Continned. 

"  'w--'      ■ 

Commerce,  navigation,  Talaation,  and  population  of  Ne« 
York,  Boston,  Pliiladelphia,  and  Baltimore,  witli  tli« 
euitomi'  revenue  of  eacti  port. 

Yeari. 

Population  of— 

.■-■"-     ,  ."»'  '                   ■  •           ""'  - 

Boston. 

New  York. 

Philadelphia. 

Baltimore. 

Number. 

Numl)er. 

Number. 

Numl)er. 

1820 

43,298 

123,706 

137,097 

«2,73(i 

1821 

,1822 

.  1823 

1824 

1825 

58,277 

.  1826 

.  1827 

.  1828". 

-  1829 

1830 

61,392 

203,007 

188,961 

80,625 

.1831 

-  1832.... 

.1833 

.1834 

.  1835 

78,603 

1836 

1837 

1838 

1839 

1840 

93,383 

312,712 

258,832 

102,313 

1841 

18*8 

.1843 

1844 

1846 

114,366 

1846 

1847 

1848 

*  1849 

1850 

138,788 

515,394 

409,353 

169,012 

1851 

• 

^ 

• 

S.  Doc.  112. 


m 


STATEMENT— Continued. 


Yeaw.  ,f 


1824. 


1828.. 
1829.. 
1830.. 
1831. 
1832- 
1833. 
1834. 
1835- 
1836. 

m. 

1838. 
1839. 
1840. 

1841- 

1842* 

1843' 

1844; 

1845 

1846- 

1847- 

1848- 

1849. 

1850. 

1851. 


Commerce,  navigation,  valaation,  and  population  of  New  York, 
Boston,  Pliiladelphia,  and  Baltimore,  witL  tlw  Aiutonu'  rcTenoe 
at  each  port 


Valuation  of  real  aut  penonal  estate  in— 


Boston. 


New  Tork. 


938,909,200 


54,442,600 


59,568,000 

60,698,200 

67,514,400 

70,477,200 

74,805,800 

79,302,600 

88,245,000 

89,583,800 

90,231,600 

91,826,400 

94,584,600 

98,006,600 

106,723,700 

110,056,000 

118,450,300 

135,948,700 

148,839,600 

162,360,400 

167,728*000 

174,180,200 

180, 000, 500 

187,947,000 


$83,075,676 


107,447,781 
112,211,926 
114,019,533 
111,803,066 
125,288,518 
139,280,214 
146,302,618 
166,495,187 
186,548,511 
218,723,703 
309,501,920 
263,747,350 
264,152,941 
266,882.430 
252,230,515 
251,194,920 
237,806,906 
229,229,078 
235,960,047 
239,938,318 
244,952,405 
247,152,306 
254,192,02r 
256,217,093 
286,085,416 
320,108,358 


FUladelphia. 


Baltimore. 


$118,633,523 
120,658,327 


125,679,699 


139,604,254 
140,391,780 


$16 
16 
16 
16 
16, 
16, 
16 
17 
17 
17 

la 
la 
19 

44 
44 
44 

59, 

57 
56, 

58. 
63, 

58. 
59, 
61 

77, 
77 
78. 
80, 
82! 


,337,500 
,337,500 
,337,500 
,337,500 
,337,500 
,337,500 
,337,500 
,282,650 
,521,200 
,847,465 
,200,000 
1,800,000 
,175,000 
,400,000 
,400,000 
,400,000 
,367,534 
,343,084 
,585,298 
,000,000 
,522,490 
,890,773 
,377,397 
,754,176 
,302,925 
,612,380 
,831,965 
,296,960 
,105,022 


If' 4     1 


K"  1 


Sl» 


».*<  Yean. 


■| 


1820. 
18-21. 
1822. 
1823. 
1824. 
1825. 
1826. 
1827. 
1828. 
1829. 
1830. 
1831. 
1832. 
1833. 
1834. 
1835. 
1836. 
1837. 
1838. 
1839. 
1840. 
1841. 
1842. 
1843. 
1844. 
1845. 
1846. 
1847. 
1848. 
1849. 
1850. 
1851. 


S.  Doc.  112. 

STATEMENT— Continued. 


Foreign  commeroe  of  the  Unitevl  States. 


Specie  excluded. 


Imports. 


Exports. 


Specie  included. 


Imports. 


Dollars. 


54, 

79, 

72, 

81, 

90, 

78, 

71, 

81, 

67, 

62, 

95, 

95, 

10], 

108, 

136, 

176, 

130, 

95, 

156, 

98, 

122, 

96, 

42, 

102. 

113, 

117, 

121, 

148, 

141, 

173, 

207, 


520,834 
871,695 
481, 371 
169, 172 
289,310 
033,511 
332,933 
019,543 
088, 915 
720,956 
885, 179 
121,762 
047,943 
609,700 
764,295 
579, 154 
472,803 
970,288 
496,956 
258,706 
957,544 
075,071 
433,464 
604,606 
184,322 
914,065 
424, 349 
638,704 
206,199 
509,526 
965,024 


54,496,323 

61,360,101 

68,326,043 

68,972,105 

90,738,333 

72,830,789 

74,309,957 

64,021,210 

67,434,651 

71,668,735 

72,295,602 

81,520,594 

87,528,732 

102,260,215 

115,215,802 

124,338,704 

111,443,127 

104,978,570 

112,251,673 

123,668,832 

111,817,471 

99,877,995 

82,825,689 

105,745,832 

106,040,111 

109,583,248 

156,741,598 

138,190,511 

140,351,072 

144,375,726 

188,967,259 


74,460,000 

62,585,724 

83,241,541 

77,579,267 

80,649,007 

96,340,075 

84,974,477 

79, 484, 063 

68,509,824 

74,492,627 

70,876,920 

103, 191, 124 

101,029,266 

108,118,311 

126, 521, 332 

149,895,742 

189,980,035 

140,989,217 

113,717,404 

162. 092, 132 

107,141,519 

127, 146, 177 

100,162,087 

64,753,799 

108,436,035 

117,254,564 

121,691,797 

146,545,638 

154,998,928 

147, 857, 439 

178, 136, 318 

215,725,995 


Exports. 


64,974,382 

72, 160,281 

74,699,030 

75,986,657 

99,535,3^ 

77,595,322 

82,324,827 

72,264,6861 

72,358,671 

73,849,508 

81,310,583 

87,176,931, 

90,140,433 

104,336,6/3 

121,693,577 

128,663,040 

117,419,376 

108,486,616 

121,628,415 

132,085,946 

121,851,803 

104,691,531 

84,346,480 

111,200,046 

114,646,606 

113,488,516 

158,648,622 

154,932,131 

145,755,820 

151,898,720 

217,517,130 


S.  Doc.   113. 


S8I0 


The  foregoing  statements  show,  that  while  the  cities  of  Baltimore  and 
Philadelphia  have  made  a  rapid  advance  in  population,  their  foreign 
cfliDHierce  has  remained  very  nearly  stationary  for  a  long  scries  of 
years,  proving  most  conclusively  that  a  large  foreign  commerce  can 
only  be  maintained  by  a  city  that  is  able  to  make  herself  the  depot  ol 
the  domatic  products  of  the  country. 

The  Erie  canal  secured  to  the  city  of  New  York  the  trade  of  the 
interior,  because  it   occupied   the  only  route   practicable   for   such 
aAVork.    So  long,  therefore,  as  conals  continued  the  most  approved  of 
j^nown  modes  of  transportation,  the  superior  position  of  that  city  in 
reference  to  the  internal  trade  of  the  country  remained  unquestioned. 
guch  is  now  no  longer  the  case.    For  travel,  and  for  the  transport- 
ation of.  certain  kinds  of  merchandise,  the  superiority  of  railroads  is 
admitted.    It  is  also  claimed  that  they  can  successfully  compete  with 
the  canal  in  heavy  freig;hts.    However  this  may  be,  the  correctness  of 
the  assumption  is  admitted  by  the  construction  of  railroads  parallel  to 
all  the  canals,  for  the  purpose  of  competing  for  the  business  of  the  lat- 
ter.   The  conviction  is  now  almost  universal,  that  commercial  suprem- 
acy is  to  be  secured  and  maintained  by  this  new  agency,  which  neu- 
tralizes, to  a  great  extent,  the  advantages  arising  from  the  accidents  of 
position ;  and  that  the  commerce  of  the  country  is  still  a  prize  for  the 
cimpetition  of  all  cities  which  may  choose  to  enter  the  lists.    In- 
fluenced by  these  views,  all  the  great  commercial  towns  have  either 
completed,  or  are  constructing,  stupendous  lines  of  railroad,  with  the 
conbdent  expectation  of  securmg  to  each  a  portion  of  the  trade  whicb» 
up  to  the  present  time,  has  been  almost  entirely  monopolized  by  o»e. 

It  is  proper  to  state,  that  the  people  of  New  York,  in  view  of  the 
competition  and  rivalry  with  which  they  arc  threatened,  have  deter- 
mined to  complete  the  enlargement  of  the  Eric  canal  within  the  shortest 
practicable  period.    It  is  calculated  that  this  enlargement  can  be  com- 
pleted within  three  years  after  it  shall  be  undertaken.    The  enlarged 
canal  will  allow  the  use  of  boat?,  of  334  tons  burden,  or  three  times  the 
capacity  of  those  now  employ .jd ;  and  will,  it  is  estimated,  reduce  the 
cost  of  transporting  a  barrel  of  flour  from  BuHiilo  to  Albany  to  twenty- 
five  cents,  and  other  merchandise  in  like  proportion.     As  the  canal  is 
abundantly  supplied  with  water,  the  only  limit  to  its  capacity  is  the 
time  required  ti)r  passing  boats  through  the  locks.    It  is  calculntod  that 
an  average  of  26,000  boats  can  be  locktul  each  way  during  the  busi- 
less  season.     Allowing  each  boat  to  be  fully  loaded,  the  total  tonnage 
apacity  of  the  enlarged  canal  would  M\\xa\  11,048,000  tons.    But  as 
the  proportion  of  down  to  up  freights  is  as  four  to  one,  the  average  ton- 
nage ot  the  boats  is  estimated,  in  the  repoits  of  the  State  engineer  for 
1S51,  at  140  tons  for  e.ich  boat,  which,  for  53,000  boats,  would  give 
an  annual  movement  of  7,230,000  tons  as  the  total  capacity  of  the  ca- 
nal, or  5,S24,000  tons  down,  and  1,400,000  tons  up  freight.    It  is  esti- 
mated that  upon  the  enlarged  canal  the  cost  of  transportation,  embracing 
tolls,  will  be  reduced  to  five  mills  per  ton  per  mile  upon  ordinary  mer- 
chandise, or  to  $1  82  per  ton  for  the  entire  distance  from  Albany  to 
Buffalo. 

Champlain  coital. — This  work,  though  originally  constructed  for  the 
accommodation  of  the  trade  of  the  country  bordering  upon  that  lake» 
20 


!ci 


M) 


a  Doc.  112. 


w 


bids  fair  to  become  ah  important  avenue  for  the  trade  of  the  St.  Law. 
Tence  basin.  This  lake  is  now  connected  with  the  St.  Lawrence  river 
at  Ogdensburg,  above  the  rapids,  bv  tlie  Ogdensburg  or  Northern  rail, 
road;  at  Montreal,  by  the  Champlain  and  St.  Lawrence  railroad;  and 
will  soon  have  a  farther  connexion  at  Lachine,  by  means  of  the  Plauv 
burg  and  Montreal  railroad,  now  in  progress  of  construction.  It  is  also 
connected  with  the  St.  Lawrence  rivrr,  at  the  mouth  of  the  Sorel,  by 
means  of  the  Chambly  canal.  Through  this  last  channel  the  State  of 
New  York  now  receives  a  large  and  annually  increasing  aniount  t)f 
lumber.  The  Ogdensburg  railroad  was  built  expressly  for  the  pur. 
pose  of  diverting  a  portion  of  the  trade  of  the  St,  Lawrence  at  that 
point,  and  it  is  reasonable  to  suppose  that  all  the  roads  named  will,  m 
time,  become,  in  connexion  with  the  lakes  and  canal,  important  out- 
lets for  western  trade.  They  promise  to  open  not  only  cheap,  but  ex- 
peditious  routes,  which,  in  a  press  of  business,  must  be  well  patronized. 
It  may  be  stated  here,  tliat  the  proposed  ship-canal  from  Caughnawaga 
to  Lake  Champlain  will  open  a  practicable  route  for  the  largest  clasj 
of  vessels  from  the  upper  lakes  to  Whitehall,  within  seventy-iive  mile! 
of  tide-water. 

As  the  route  of  the  proposed  canal  is  remarkably  favorable,  and  ai 
it  can  be  fed  from  the  St.  Lawrence,  and  built  at  a  moderate  expense, 
it  is  believed  that  it  must  be  constructed  at  no  distant  day. 

Railroads  of  New  York, 

Railroads  from  All/any  to  Buffalo. — The  first  continuous  line  of  rail-l 
road  to  connect  the  lakes  and  tide-water  was  that  from  Albany  tol 
Buflalo,  following  very  nearly  the  route  of  the  canal.     As  it  was  a  pri-l 
vate  enterprise,  and  came  into  direct  competition  with  the  State  works,! 
the  cansd  tolls  were  imposed  upon  the  carriage  of  all  freight,  in  additionj 
to  the  cost  of  transportation.    From  this  source  the  State  has  derived! 
large  revenue.     This  tax  has  had  a  tendency  to  confine  the  business  oil 
the  road  to  the  less  bulky  and  more  valuable  articles  of  freight,  and 
those  of  a  perishable  nature.     The  tax  was  removed  on  the  first  of  De 
cember,  1851,  by  an  act  of  the  legislature;  hence  the  road  is  now  brougln 
into  free  competition  with  the  canal,  and  has,  during  the   presenl 
season,  carried  flour  from  Buflulo  to  Albany  for  sixty  cents  per  barrel] 
which  is  nearly  fifty  cents  below  the  average  price  by  canal  for  nearli 
twenty  years   subsequent  to  its  opening.      The  quantity  of  freicbr 
is  still  restricted  for  the  want  of  sufficient  equipments  and  suitaoU 
accommodations    for    receiving  and    storing    it,   particularly  at 
bany.     This  fact  operated  as  a  serious  drawback  on  the  past  winter'] 
operations.     The  necessary  facilities  for  business  will  soon  be  suppiiel 
and  (there  can  be  no  doubt  that  the  railroad  will  engage  in  a  large  ca 
lying  business  in  direct  competition  with  the  cjinal. 

'ffhe  above  road  will  soon  have  practically  a  double  track  for  ill 
iMhole  line.  It  aheady  has  such  from  Albany  to  Syracuse.  From  tn 
latter  place  a  new  road  is  nearly  completed  to  the  Niagara  river,  com 

S)sed  of  .the  straight  line  between  Syracuse  and  Rochester,  and  tlj 
ocbestor  and  Niagara  Falls  road.    Its  capacity  for  business  wil 


S.  Doc.  lid. 


Vtl 


therefore,  be  unlimited.  It  connects  with  Lake  Erie  at  Bufl^o ;  and  with 
Lake  Ontario,  through  branches  already  in  operation,  at  Sackett*8  Har- 
bor, Cape  Vincent,  Osweao,  and  Lewiston ;  and,  by  lines  in  progress, 
at  Great  and  Little  Sodus  bays,  and  at  Rochester.  By  presenting 
numerous  points  of  contact  with  western  trade,  it  will  escape  all  the 
inconveniences  of  too  great  a  concentration  of  business  at  any  one  point, 
and  will  be  enabled  to  offer  great  facilities  for  the  cheap  and  easy 
transport  of  freight. 

At  Albany,  it  will  connect  with  the  Hudson  river  and  Harlem  roads, 
the  former  of  which  will  be  a  double-track  road.  In  connexion  with 
these  a  double  track  will  be  formed  from  New  Vork  to  Buffalo,  and  to 
various  points  upon  Lake  Ontario.  At  Buffalo  this  line  is  carried  for- 
ward to  the  roads  of  Ohio  by  the  Lake  Shore  road.  The  great  western 
roads  of  Canada,  now  in  progress,  will  form  a  connexion  with  Detroit, 
by  way  of  the  north  shore  of  Lake  Erie.  From  Detroit,  the  Michigan 
Central  railroad  is  completed  to  Chicago;  as  is  the  Michigan  Southern 
from  Monroe ;  so  that  by  January,  1864,  Ne\^  York  will  have  two  par- 
allel lines  of  railroad  to  Chicago,  each  of  which  will  be  about  one 
thousand  miles  long.  From  Chicago  to  the  Mississippi  river  two  im- 
portant roads  are  in  progress — ^the  Galena  and  Chicago,  and  the  Rock 
Island  and  Chicago,  both  of  which  will  be  completed  in  the  course  of 
1863.  The  length  of  these  lines  will  be  about  one  hundred  and  eighty 
i  miles  each.  _, 

Although  the  carriage  of  freight  has  been  denied  to  the  above  line,  ex- 

I  cept  on  payment  of  canal  tolls,  which  amounts  to  a  virtual  prohibition 

of  many  articles,  it  has  exerted  an  influence  on  the  growth  and  pros- 

jperity  of  New  York  second  only  to  that  exerted  by  the  Erie  canal.    In 

connexion  with  the  great  lakes  and  the  western  hnes  of  improvement, 

lit  commanded,  as  soon  as  opened,  the  travel  between  the  Atlantic  States 

land  the  West  and  Southwest,  and  concentrated  this  travel  upon  that 

Icity,  which  in  this  manner  became  a  necessary  point  in  the  route  of 

levery  western  or  southwestern  merchant,  visiting  the  eastern  States. 

IThe  result  was,  the  introduction  to  merchants  of  that  city  of  a  large 

of  countiy  traders  who  would  otherwise  have  continued  to  pur- 

bhase,  at  points  where  they  had  been  previously  accustomed  to  trade. 

By  passing  through  New  York,  the  whole  business  population  of  the 

bountry  established  business  relations  more  or  less  mtimate  in  that 

Erie  railroad  and  its  branches. — The  Erie  railroad,  unlike  the  Central 
e,  was  planned  and  has  been  executed  with  special  reference  to  the 
iccommodation  of  the  trade  between  New  York  and  the  West.    It  is 
e  greatest  work  ever  attempted  in  this  country,  and  its  construction 
the  greatest  achievement  of  the  kind  yet  realized.     The  road  and  all 
s  structures  are  on  the  most  comprehensive  scale,  and  its  facilities  for 
usiness  are  fully  equal  to  the  magnitude  and  object  of  the  work. 
As  the  lake,  on  the  one  hand,  and  the  Hudson  river  on  the  other, 
e  approached,  the  road  spreads  out  into  a  number  of  indepe    ^ 
es,  forming  at  each  terminus  a  sort  of  d£lta,  to  accommodate 
lense  business.     Its  outlets  to  tide- water  are  at  Newburg' 
nt,  and  Jersey  City.    At  the  two  former  places  the 


'y,fi 


i 


;..■  1 


l<  ^  1 


S.  Doc.  112. 

have  extensive  grounds  for  the  reception,  storing,  and  forwarding  of 
merchandise.  With  only  one  terminus,  it  would  be  impossible  to  ac- 
commodate its  immense  business  without  great  confusion  and  delay, 
and  greatly  increased  cost. 

On  the  western  portion  of  the  line,  as  soon  as  the  Susquehanna  val- 
ley is  reached,  important  lines  radiate  from  the  main  trunk,  striking  the 
lakes  at  all  the  pomts  above  named,  and  at  Dunkirk  in  addition.  The 
more  important  of  these  branches  are  the  Syracuse  and  Binghampton, 
in  connexion  with  the  Syracuse  and  Oswego  road ;  the  Cayuga  and  Sus- 
quehanna, in  connexion  with  the  Lake  Ontario,  Auburn,  and  New  York 
road ;  the  Canandaigua  and  Corning,  in  connexion  with  the  Canandai- 
ffua  and  Niagara  Fmls  road ;  the  Buffalo,  Coming  and  New  York,  and 
the  Buffalo  and  New  York  City  railroads. 

By  means  of  ail  these  ieeders,  the  trade  of  the  West  vnW  be  inter- 
cepted at  almost  every  important  point  on  Lakes  Erie  and  Ontario, 
and  collected  and  forwardea  to  the  great  trunk  line.  Measures  are  also 
in  progress  to  connect  the  Erie  road  with  Erie,  Pennsylvania,  by  a  line 
running  direct  from  Little  Valley;  and  with  Pittsburg  by  means  of  the 
Alleghany  Valley  railroad.  It  is  hardly  possible  to  conceive  a  road  with 
mtae  favorable  direction  and  connexions,  possessing  capacities  for  a 
more  extensive  business,  or  one  that  is  destined  to  bear  a  more  im- 
portant relation  to  the  commerce  of  the  whole  country. 

.  This  road  was  opened  for  business  only  on  the  first  of  June,  1861. 
llhas  not,  therefore,  l)een  in  operation  a  sufficient  length  of  time  to  supply 
any  satis&ctory  statistics  as  to  its  probable  influence  upon  western  com- 
merce. So  &x  as  its  business  and  revenues  are  concerned,  it  has  ex- 
ceeded the  most  sanguine  expectations. 

In  this  connexion  it  may  bie  stated  that  another  very  important  out- 
let from  the  Erie  road  to  tide-water,  the  Albany  and  Susquehanna  rail- 
road,  is  about  to  be  commenced ;  the  means  to  construct  which  have 
already  been  secured.  The  distance  from  Binghampton  to  Albany  by 
this  route  will  be  143  miles,  against  224  to  New  York  by  the  Erie  road. 
From  Binghampton,  going  east,  commence  the  most  difficult  and  ex- 
pensive portions  of  the  Erie  road,  involving  high  grades,  short  curva- 
tures, and  a  much  greater  cost  of  operating  the  road  per  mile  than  the 
portion  of  the  line  west  of  that  point.  From  Binghampton  to  Albany 
the  route  is  very  direct,  and  the  grades  favorable ;  and  there  can  be  no 
doubt  that  a  considerable  portion  of  western  freights,  thrown  upon  the 
Erie  road,  will  find  its  way  to  tide-water  over  the  Albany  and  Susqu^ 
hanna  road.  Such,  particularly,  will  be  the  case  with  freight  which  is 
dec igned  for  an  eastern  market.  The  larn^e  number  of  railroaus  con- 
vergmg  upon  the  Susquehanna  valley  renders  the  Albany  and  Susque- 
hanna road  highly  necessary,  to  relieve  the  lower  portion"  (fi'ie  former 
fix)m  the  immense  volume  of  business  that  will  oe  colle;;led  upon  the 
main  trunk  from  all  its  tributaries. 

The  best  commentary  on  the  importance  of  the  last  named  project 

'-  io  »)e  found  in  the  action  of  the  city  of  Albany,  which  very  recently, 

orporate  capacity,  made  a  subscription  to  its  stock  to  the  amount 

10,000,  in  adddition  to  large  private  subscriptions. 

'liowing  table  will  show  the  cost  of  the  public  works  of  Nev 


./ 


&  Doe.  lie. 

York  which  have  been  constracted,  6r  are  in  progress,  with  a  view  to 
their  becoming  avenues  of  the  trade  between  the  East  and  the  West :  -, 

Erie  and  Champlam  canals... $26,000,000 

Amount  estimated  for  completion  of  Erie  canal 9,000,000 

Hudson  river  raih-oad 12,000,000 

Harlem  raihroad 4,873,317 

Utica  and  Schenectady  railroad 4,143,918 

Albany  and  Schenectady  railroad 1 ,740,449 

Syracuse  and  Utica  railroad 2,670,891 

Rochester  and  Syracuse  railroad,  (both  lines) 6,464,362 

Buffalo  and  Rochester  railroad 2,228,976 

Uocbester  and  Niagara  Falls  railroad 1,600,000 

Oswego  and  Syracuse  railroad 688,768 

Rome  and  Watertown  railroad i,oOO,000 

Sackett*s  Harbor  and  EUtsburgh  railroad 360,000 

New  York  and  Erie  railroad 26,000,000 

Canandaigua  and  Niagara  Falls  railroad 3,600,000 

Buffalo,  Coming  and  New  York  raihroad 2,000,000 

Buffalo  and  New  York  city  raihroad 1,600,000 

Albany  and  Susquehanna  railroad 4,360,000 

110,410,681 


■■•ii!i 


Note. — The  cost  of  the  Sodus  bay  and  Southern,  and  the  Lake  On- 
tario, Auburn  and  New  York  railroaas,  cannot,  in  the  present  stagfe  of 
their  affairs,  be  estimated  with  sufficient  accuracy  to  give  them  a  place 
in  the  ab<^>ve  table.  The  cost  of  the  Rochester  and  Syracuse  road  is 
estimated. 

Railroads  from  the  city  of  New  York  to  Montreal,  Canada. — The  roads 
that  make  up  the  line  from  the  city  of  New  York  to  Montreal  consti- 
tute a  very  important  route  of  commerce  and  travel.  The  city  of  Mon- 
treal is  the  commercial  emporium  of  the  Canadas,  and  is  a  large  and 
flourishing  town.  It  lies  very  nearly  north,  and  at  a  distance  of  about 
fiiur  hundred  miles  from  New  York.  The  roads  which  connect  these 
cities  lie  in  the  gorge  which  divides  in  two  the  great  mountain  range 
extending,  unbroken,  except  in  New  York,  nearly  from  the  Gulf  of 
Mexico  to  the  Gulf  of  St.  Lawrence.  This  basin,  or  gorge,  is  occu- 
I  'pied  by  the  Hudson  river.  Lake  Champlain,  and  the  outlet  of  the  latter 
to  the  St.  Lawrence — the  river  Sorel.  The  route,  as  will  be  seen,  is 
remurkaMy  direct  and  favorable,  as  far  as  its  physical  characteristics 
are  concerned ;  and  as  it  connects  the  commercial  metropolis  of  this 
continent  with  the  great  city  of  the  St.  Lawrence,  and  traverses  a  con- 
stant succession  of  large  and  flourishing  towns,  its  importance  will  be 
readily  appreciated. 

'I'his  great  route  is  made  up,  for  a  large  portion  of  the  distance,  of 
two  distinct  lines.  The  first  link,  from  New  York  to  Albany,  is  com- 
posed of  the  Hudson  river  and  Harlem  roads;  the  second,  from  Albany 
to  Rutland,  Vermont,  is  made  up  of  the  Troy  and  Boston,  and  Western 
Vermont  roads,  and  the  Albany  and  Northern,  and  Rutland  and  Wash- 
ington roads.    From  Rutland  only  one  line  is  in  operation,  composed 


ti- 


:'t  ; 


fll 

1 


2d4^ 


S;  ODoc.  1112. 


m ; 


of  the  Rutland  and  Burlington,  Vermont  and  Canada,  and  CharoplRin 
and  St.  Lawrence  roadd.  A  road  is  also  projected  upon  the  west  bank 
of  Lake  Champlain,  which,  when  completed,  will  give  two  distinct 
lines  for  the  whole  distance  between  New  York  and  Montreal.  From 
Albany  and  Troy  a  railroad  is  in  operation  to  Whitehall,  the  southern 
terminus  of  the  lake.  A  road  is  also  in  operation  from  Montreal  to 
Plattsburg,  a  distance  of  about  sixty  miles,  and  a  comparatively  short 
link  only  is  wanting  to  constitute  a  new  and  independent  route  between 
New  York  and  the  St.  Lawrence  river ;  which  there  is  every  reason  to 
believe  will  soon  be  supplied. 

The  above  line  of  road,  though  recently  opened,  already  commands 
an  amount  of  travel  fully  equal  to  the  importance  of  the  connexions 
it  sustains.  Its  through-freight  business  is  not  so  large  as  its  passen- 
ger travel,  for  the  reason  that  a  large  portion  of  the  hne  follows  the 
immediate  bank  of  an  excellent  navigable  water-line,  which,  in  the 
summer  season,  commands  the  heavy  freight.  In  the  winter  it  will 
become  the  channel  of  trade  as  well  as  of  travel.  As  a  pleasure 
route  it  presents  uncommon  attractions,  which  will  secure  to  it  a  large 
business  in  the  dull  season  for  freight.  The  inland  lines  in  Vermont 
and  New  York,  however,  traverse  sections  of  country  capable  of  sup. 
plying  a  very  large  local  traffic  both  from  their  agricultural  and  min- 
eral resources. 

'  Among  the  most  remarkable  topographical  features  of  this  country 
is  the  severance  of  the  great  Alleghany  range  by  the  Hudson  and 
Mohawk  rivers,  on  the  one  hand,  and  Lake  Champlain  on  the  other. 
So  deep  are  these  indentations  that  the  "Zowg-  leveP*  of  seventy  miles 
on  the  canal,  occupying  the  summit  of  the  ridge  which  divides  the 
waters  running  into  Lake  Ontario  from  those  flowing  into  the  Hudson 
river,  and  which  corresponds  to  the  crest  of  the  AUeghanies,  is  nearly 
one  hundred  feet  below  the  surface  of  Lake  Erie,  and  might,  with 
some  additional  expense,  have  been  fed  from  that  source. 

Lake  Champlain  is  only  eighty-seven  feet  above  the  ocean,  and  the 
summit  between  it  and  the  Hudson  is  only  one  hundred  and  forty- 
seven  feet  above  tide-water,  and  only  twenty-three  feet  above  the 
latter  where  the  Champlain  canal  intersects  it.  In  approaching  New 
York  from  the  interior,  which  is  in  the  direction  of  tne  heavy  trade, 
the  above  routes  are  the  most  favorable  to  economical  transit,  nothing 
being  lost  in  overcoming  adverse  grades.  It  is  these  facts  that  con- 
stitute these  routes  keys  to  an  important  portion  of  the  commerce  of* 
the  country,  and  have  rendered  New  York  the  commercial  metn)polis. 

They  are  as  well  adapted  to  railroads  as  to  canals;  and  as  these  de- 
pressions are  bounded  by  high  ranges  of  hills,  the  basin  at  the  head  of 
navigation  on  the  Hudson  must  be  regarded  as  one  of  the  most  import- 
ant interior  points  in  the  railroad  system  of  the  country.  Albany  and 
Troy  are  the  cities  of  i;he  eastern  States,  lying  upon  tide-water,  the  most 
accessible  from  the  interior,  and  are  consequently  the  radiating  points 
of  some  of  our  most  important  lines  of  improvement.  The  tnniks  of 
these  to  tide-water  are  the  Hudson  river  and  Harlem  roads,  which  bear 
the  same  relation  to  the  roads  occupying  the  routes  above  described,  as 
does  the  Hudson  river  to  the  Ene  and  Champlain  canals.    These  fiicts 


9.  Doc.  112. 


29S 


j^  a  sufficient  illustration  of  the  important  relations  borne  by  the 
Hud^^n  river  and  Hurlem  roads  to  the  railroad  system  of  the 
country. 

JlailrMcU  from  Lake  Champlain  to  the  St.  LatoTi  nee. — The  Champlain 
jnJ  St.  Lawrence  and  the  Plattsburs  and  Montreal  railroads  nave 
already  been  briefly  described.  The  third  and  most  imjportant 
line  of  road  uniting  the  above  waters  is  the  Northern^  conncctmg  the 
lake  with  the  river  St.  Lawrence,  at  Ogdensburg,  a  pomt  above  the 
falU^n  that  river.  This  road,  tliough  in  the  State  of  New  York,  is 
properly  a  Bostoi  work,  as  it  was  planned  and  the  means  furnished 
lor  it«  construction  by  that  city.  It  is  regarded  as  the  key  which 
o|)ens  to  the  roads  terminating  there  the  navigable  waters  of  the 
lakes.  ^ 

An  important  extension  of  this  road  is  under  contract  from  its  south- 
ern angle,  near  Potsdam,  to  Sackett's  Harbor,  on  Lake  Ontario.  The 
completion  of  this  link  will  form  a  complete  chain  of  railroads  through 
the  northern  portions  of  New  York,  connecting  Lake  Champlain  with 
all  the  important  ports  on  the  eastern  shore  of  Lake  Ontario. 

The  three  leading  lines  already  described  constitute,  with  their 
branches,  the  great  routes  of  railway  travel  and  commerce  in  the  StatQ 
of  New  York.  In  addition  to  the  throvgh  businei»s,  they  all  traverse 
routes  capable  of  supplying  a  lucrative  local  traffic;  particularly  the 
lines  in  western  New  York.  The  description  of  the  trunk  lines  will 
convey  a  sufficiently  accurate  idea  of  the  objects  and  characteristics  of 
tbeir  respective  branches  without  a  special  notice  of  the  latter. 

The  most  considerable  line  of  road,  not  particularly  aUuded  to,  is  the 
Long  Island  road.  This  was  one  of  the  earliest  works  of  the  kind  in 
the  State,  and  was  constructed  chiefly  to  accommodate  the  travel  be- 
tween the  cities  of  New  York  and  Boston.  It  is  a  somewhat  remarka- 
ble fact  that  the  pioneer  work  should  be  now  entirely  abandoned  as  a 
route  of  travel  between  the  above  cities.  It  is  now  only  used  to  ap- 
commodate  the  local  business  upon  its  line,  and  consequently  cannot 
be  regarded  as  a  work  of  much  importance.  i 

Delaware  and  Hudson  canal. — This  work  was  constructed  for  the 
purpose  of  opening  an  outlet  for  the  northern  Pennsylvania  coal-field. 
It  extends  from  Roundout  to  Honesdale,  in  Pennsylvania,  a  distance  of 
108  miles,  and  is  connected  at  that  place  with  the  coal-fields  by  a  rail- 
road. It  is  a  "well-constructed  work,  of  large  capacity,  and  has  proved 
a  very  useful  one,  not  only  on  account  of  its  coal  trade,  whence  its 
chief  revenue,  but  from  its  local  traffic. 

Measures  are  also  in  progress  for  the  construction  of  two  con- 
siderable lines  in  the  western  portion  of  the  State — one  from  the  city  of 
Rochester,  tbllowing  the  valley  of  the  Genesee  river,  to  Olean ;  and 
the  other  from  Buflalo,  probably  to  the  same  point.  The  objects  in- 
ducing the  construction  of  these  roads,  independent  of  local  considera- 
tions, are  the  communications  which  they  promise  to  open  through  the 
Alleghany  valley  road  with  Pittsburg  and  the  coal-fields  of  northern 
Pennsylvania.  Both  routes  traverse  districts  of  grea^  fertility,  which 
cannot  fail  to  afford  a  good  business.  The  value  of  a  railroad  con- 
nexion between  Buflalo  and  Rochester,  the  two  most  important  cities 


\m 


%■ 


>m 


8(i  a  Doc.  112. 

of  western  New  York,  and  Pittsburg,  which  is  at  the  head  of  naviga. 
tion  on  the  Ohio,  will  be  readily  appreciated. 

An  examination  of  the  accoinpnnying  map  will  show  how  complete 
is  the  system  of  public  works  in  New  York,  constructed  with  a  view  of 
commanding  the  trade  of  the  interior  of  the  country.  As  previously 
stated,  a  large  portion  of  this  trade  nnturally  fulls  upon  the  jofreat  liike; 
from  the  facilities  they  offer  for  reaching  a  market.  The  importance 
of  this  great  water-line  is  still  further  increased  from  the  fact  that  tnost 
of  the  leading  works  of  the  West,  designed  to  be  routes  of  commerce 
rely  on  it  as  a  base.  The  commercial  or  business  outlet  for  the  lakeg' 
as  well  as  of  the  works  connected  with  them,  has  been  the  Erie  canal 
That  work  comes  in  contact  with  the  lakes  at  only  two  points,  Buffalo 
and  Oswego.  The  railroad,  on  the  other  hand,  by  the  greater  fucility 
of  its  construction,  opens  as  many  outlets  from  the  lakes  to  tide-water 
as  there  are  harbors  upon  the  former  accessible  to  its  commercial 
marine.  New  York  is  now  profiting  to  the  utmost  by  her  advantages 
in  reference  to  western  tiade.  Nearly  every  good  harbor,  as  well  on 
Lake  Erie  as  on  Ontario,  either  is  or  soon  will  be  connected  with 
tide-water  by  railroads,  actually  constructed  or  in  progress.  Already 
such  connexions  are  formed  with  the  harbors  of  Cape  Vincertt»  Sack- 
ett's  Harbor,  and  Lewiston,  on  Lake  Ontario;  and  roade  ftre  in 
progress  fi-om  Great  and  Little  Sodus  bays  and  Charlotte,  with  similar 
objects.  On  Lake  Erie,  roads  already  extend  from  Tonawanda,  Black 
Rock,  Buffido,  Dunkirk,  and  Erie,  Pennsylvania,  to  tide-water;  so 
that,  instead  of  only  two  outlets  for  the  trade  of  the  West,  at  Buffalo 
and  Oswego,  there  are  to  be  at  least  six  times  that  number  in  New 
York  alone.  The  focilities  given  to  the  commerce  of  the  country  by 
all  these  lines  must  prove  not  only  of  utility  to  'hts  commerce,  but  to 
the  trade  and  prosperity  of  the  State  and  city  of  New  York.  The 
additional  avenues  to  market,  already  opened  and  in  progress, '.  ill,by 
a  healthy  competition,  reduce  the  cost  of  transportation  to  the  lowest 
possible  point,  and  stimulate  the  movement  of  property  and  merchan- 
dise to  an  extraordinary  degree.  While  every  region  of  the  United 
States  is  making  extraordinary  exertions  to  turn  to  themselves  the 
interior  trade  of  the  country,  New  York  is  preparing  for  the  most 
formidable  competition  with  her  rivals,  and  makes  the  most  of  the 
means  within  her  reach  to  maintain  her  present  preBminencCi 


RAILROADS  OF  NEW  ENGLAND. 


State  of  Massachusetts. — Population  in  1830,  610,408;  in  1840,  737,- 
699;  in  1850,  994,514.  Area  in  square  miles,  7,800;  inhabitants  to 
square  mile,  137.49. 

State  of  Fcmow/.— Population  in  1830,260,652;  in  1840,  291,948; 
in  1850,  314,120.  Area  in  square  miles,  10,212 ;  inhabitants  to  square 
mile,  30.76. 

State  of  New  Hampshhe.—PopxiliiUon  in  1830,  269,328;  in  1840, 
284,574;  in  1855,  317,976.  Area  in  square  miles,  9,230;  inhabitants 
to  square  mile,  34.26. 


8.  Doc.  lit. 

7%«  MauachMtettt  8y$tem, 


t9T 


Under  this  head  will  be  embraced  a  notice  of  the  railronda  of  the 
Stntei  of  Massachusetts,  New  Hampshire,  and  Vermont,  as  the  lines 
of  these  States  constitute  one  general  system,  and  have  been  con- 
itructed  by  means  furnished  chiefly  by  the  city  of  Boston. 

Wtitem  railroad.—So  sooner  had  the  people  of  this  country  become 
gcquninted  with  the  part  that  railroads  are  capable  of  pcrrorming  in 
commercial  aflairs,  than  the  city  of  Boston  conceived  the  bold  idea  of 
securing  to  itself  the  trade  of  the  interior,  from  which  it  had  pre- 
viously been  cut  off  by  the  impossibility  of  opening  any  suitable  com- 
munication by  water.    It  was  this  idea  that  gave  oirth  to  the  Western 
railroad  project,  the  most  important  which  has  yet  been  consummated 
in  New  England,  and  one  of  the  most  so  in  the  United  States.     This 
work  has  probsbly  exerted  a  wider  influence,  as  the  best  illustra- 
tion of  what  railroads  accomplish  for  the  advancement  and  welfare 
of  a  people,  than  any  similar  work  in  the  country.     From  the  largeness 
of  the  enterprise,  the  early  period  of  our  railroad  history  in  which 
it  was  undertaken,  and  the  difficulties  in  the  way  of  its  construc- 
tion, it  is  properly  referred  to  as  a  fitting  monument  of  the  sagacityi 
(kill,  and  perseverance  of  the  merchants .  of  Boston.    The  completion 
of  this  road  may  be  considered  as  establishing  the  railroad  interest  of 
this  country  upon  a  firm  basis.    It  showed  what  could  be  accomplished) 
and  the  influence  such  works  were  calculated  to  exer^  upon  the  course 
of  trade,  and  in  promoting  the  prosperity  of  all  classes.    It  imparted  a 
new  impulse  to  the  internal-improvement  feeling  of  ihe  country,  under 
which  okir  railroad  enterprises  have  moved  forward,  with  increasine 
strength  and  vigor,  to  the  present  time. 

The  Western  railroad,  when  its  objects,  direction,  and  the  obstacles 
in  the  way  of  its  construction  are  considered,  is  certainly  a  remarkable 
work.  Through  it  the  city  of  Boston  proposed  to  draw  to  herself 
the  trade  and  produce  of  the  West,  from  the  very  harbor  of  New  Yorjki 
(for  tho  Albany  basin  can  only  be  regarded  as  a  portion  of  her  harbor;) 
and  to  open  in  the  same  direction  an  outlet  for  the  proiluct  of  her  man- 
ufactures, and  of  her  foreign  commerce.  It  is  well  known  that  these 
eiforts  have  been  so  far  successful  as  to  secure  to  Boston  a  large 
amount  of  western  trade,  which  otherwise  would  have  gone  to  New 
York,  and  to  render  the  Western  road  her  channel  of  communication 
between  the  former  city  and  the  West.  It  was  only  when  menaced 
by  this  work,  that  New  York  successfully  resumed  the  construction  of 
the  Erie  railroad ;  and  it  is  not  too  much  to  say,  that  but  for  the  former, 
the  Erie  road  would  probably  have  been  abandoned,  even  after  the 
expenditure  of  many  millions  of  dollars,  and  the  Hudson  River  railroad 
project  remained  untouched  up  to  the  present  time. 

The  Western  railroad,  though  constructed  at  immense  cost,  has 
proved  to  be  one  of  the  most  productive  works  in  the  United  States, 
paying  an  annual  dividend  of  eight  per  cent.,  besides  accumulating  a 
large  sinking  fund.  It  has  been  the  chief  instrument  of  the  extraordi- 
nary progress  of  Massachusetts  in  population,  wealth,  and  commer- 
cial greatness,  from  1840  to  1850.    It  supplies  the  State  with  a  large 


•■J  I 


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896 


1^.  Doc.  lis. 


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1.;  I 


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(if  •  ? 


4 


portion  of  many  of  the  most  important  articles  of  food.  It  opened  an 
outlet  to  the  prrxlucts  of  her  manufuclurinu  estahlishments  ond  her  for> 
eign  commerce,  and  stimulated  every  industrial  pursuit  to  on  extnior. 
dinury  degree,  and,  from  the  results  that  have  ioUuwed  its  opening, 
forced  all  our  leading  cities  to  the  construction  of  similar  worHs,  with 
similar  objects. 

Jiailroaat  from  Bo$ton  to  Lake  Champlain  and  the  St.  Lawrence.^* 
The  Western  railroad,  though  accomplisning  greater  results,  and  exert* 
ing  a  wider  influence  upon  tne  varied  interests  of  the  Staf^,  than  either 
were  or  could,  with  reason,  have  been  anticipated,  secured  to  the 
city  of  Boston  only  a  small  portion  of  the  western  produce  reaching 
Aloany.  As  the  canal,  which  has  been  the  avenue  for  this  produce,  U 
in  operation  only  during  the  period  of  navigation  on  the  Hudson  river, 
it  is  tbund  that  this  pnxluce  can  be  forwarded  to  New  York  by  water 
much  cheaper  than  to  Boston  by  railroad.  Coat  of  transportation 
always  determines  the  route.  At  the  dullest  season  of  the  yenr  for 
freights,  flour  is  often  sent  from  Albany  to  Liverpool  at  a  cost  not 
exceeding  twenty-five  cents  per  barrel,  which  is  only  equal  to  the 
lowest  rate  charged  from  Albany  to  Boston.  The  Western  railroad, 
therefore,  though  a  convenient  cnannel  through  which  the  people  of 
Boston  and  of  Massachusetts  draw  their  domestic  supplies  of  food,  is 
found  unable  to  compete  with  the  Hudson  river  as  a  route  for  produce 
designed  for  exportation  to  foreign  countries  or  to  the  neighboring 
States.  It  failed  to  secure  one  of  the  leading  objects  of  its  construe- 
tion.  Its  fault,  however,  was  not  so  much  ascribed  to  the  idea  upon 
which  the  road  was  built,  as  to  the  route  selected  to  accomplish  its 
object.  It  was  felt  that  a  route  farther  removed  from  the  influence  of  I 
the  New  York  system  of  public  works  must  be  selected,  and  this  con- 
viction led  to  the  prmect  of  a  direct  line  of  railroad  from  Boston  to  the 
navigable  waters  of  Lake  Ontario,  passing  to  the  north  of  Lake  Cham- 
plain.  This  line,  freed  from  all  immediate  competition,  and  from  the 
attractive  influence  of  other  great  cities,  would,  it  was  believed,  secure 
to  Boston  the  proud  preeminence  of  becoming  the  exporting  port  of  I 
western  produce,  and,  as  a  necessary  consequence,  the  emporium  of  | 
the  country. 

This  great  line  has  been  completed ;  but  it  has  too  recently  come 
into  operation  to  predict,  with  any  certainty,  the  result.  From 
Boston  to  Lake  Champlain  it  is  composed  of  two  parallel  lines :  one 
made  up  of  the  Boston  and  Lowell,  Nashua  and  Lowell,  Concord, 
Northern  (New  Hampshire,)  and  Vermont  Central ;  the  other  of  the 
Fitchburg,  a  part  of  the  Vermont  and  Massachusetts,  Cheshire,  and 
Rutland  roads.  From  Burlington,  on  Lake  Champlain,  these  roads  are 
carried  forward  upon  a  common  trunk,  composed  of  the  Vermont  and 
Canada,  and  Ogdensburg  (northern  New  York)  roads,  to  Ogdens-j 
burg,  on  the  St.  Lawrence,  above  the  rapids  in  tnat  river,  thus  form- 
ing an  uninterrupted  line  from  the  navigable  waters  of  the  great  basin  I 
to  the  city  of  Boston. 

The  lower  portions  of  these  lines  in  Massachusetts  and  New  Hamp- 1 
shire  were,  in  the  outset,  constructed  cliiefly  with  local  objects  in  view. 
It  was  not  until  the  State  of  Vermont  was  reached,  that  more  compre- 


S.  Doc.  113. 

|)(>n«ive  schemes  began  to  give  direction  and  charncter  to  the  railroad 

fDterpriscs  in  that  quarter.    The  Vermont  Central,  the  Rutland,  and 

Ue  Ogdensburjn;  roads  were  commenced  nearly  simultaneously.    The 

leadinK  object  m  their  construction  was  that  to  which  we  have  already 

adverted.    Only  with  such  objects  to  be  realized  in  the  future,  and 

not  during  the  progress  of  the  works,  could  they  have  been  accom- 

nliiihed.     Men  were  called    upon  to  make — and    they    contributed 

under  a  conviction  that  they  were  making — great  present  sacrifices  for 

a  future  and  prospective  good.     The  constancy  with  which  these 

Lrorks  have  been  sustained  and  carried  forward  under  circumstances 

the  most  discouraging,  and  under  an  unexampled  pressure  in  the 

LoDcy  market,  reflects  high  credit  upjon  the  people  of  Boston,  by 

»hom  the  money  for  them  lias  been  chiefly  furnished,  and  is  the  best 

possible  evidence  of  the  value  of  the  prize  sought  to  be  gained. 

By  means  of  the  line  al)ove  described,  a  railroad  connexion  is  opened 
with  Montreal,  through  which  thiit  city  now  receives  a  large  amount  ot 
her  foreign  imports,  both  from  .the  United  States  and  Great  Britain. 
This  trade  has  already  fur  exceeded  expectation  ;  and  as  the  city  of 
Boston  is  a  convenient  winter  port  for  Montreal,  the  latter  will,  un- 
doubtedly, continue  to  receive  a  large  amount  of  her  winter  supplies  of 
merchandise  through  the  former,  giving  rise  to  a  large  and  profitable 
triific,  both  to  the  railroads  connecting  the  two,  and  to  the  cities  them- 
selves, and  tending  to  strengthen  the  position  of  each,  as  for  as  its  hold 
upon  the  trade  of  the  country  is  concerned. 

Should  the  line  of  railroad  connecting  Ogdensburg  and  Boston  prove 
unable  to  compete  successfully  with  the  New  York  works,  in  the  car- 
riage of  western  produce,  so  mr  as  the  export  trade  is  concerned,  it  will, 
undoubtedly,  supply  the  demand  for  domestic  consumption,  and  in  this 
way  not  only  secure  a  profitable  traffic,  but  prove  of  great  utility  to 
the  manufacturing  and  commercial  districts  of  New  England.  For  the 
articles  of  flour,  corn,  and  cured  provisions,  the  New  England  States 
depend  principally  upon  the  West.  To  supply  these  articles  in  a  cheap, 
expeditious,  and  convenient  manner,  the  aoove  line  is  well  adapted.  It 
not  only  traverses  many  of  the  most  important  points  of  consumption, 
but  connects  with  other  roads  penetrating  every  important  portion  of 
I  New  England. 

Were  those  immediately  interested  in  the  above  roads  to  derive  no 
I  other  advantage  than  that  of  receiving  their  supplies  of  western  products, 
land  forwarding  over  them  in  return  those  of  their  own  factories,  they 
would  be  fully  compensated  for  all  their  outlay.     The  unexampled 
j progress  of  New  Endand  in  population  and  wealth,  in  spite  of  ;ill  her 
disadvantages  of  soil  and  climate,  proves,  most  conclusively,  the  wis- 
dom and  foresight  of  her  people  in  constructing  their  numerous  lines  of 
railroad,  which  ally  them  to  the  more  fertile  and  productive  portions  of 
the  country. 

The  distance  firom  Boston  to  Ogdensburg  is  about  four  hundi-ed  and 
twenty-five  miles.  The  rates  charged  for  the  tran8p)rtation  of  a  barrel 
of  flour  between  the  two  have  ranged  from  sixty  to  seventy-five  cents 
per  barrel,  which  is  less  than  the  cost  on  the  Erie  canal  for  the  same 
article  from  Buffhio  to  Albany,  (a  distance  of  three  hundred  and  sixty- 
three  miles,)  for  many  years  after  its  opening.    Upon  a  considerable 


'  I 


800 


S.  Doc.  112. 


-.  I 


-'I 


portion  of  the  above  line  the  grades  are  somewhat  unfavorable,  but  not 
more  so  than  upon  other  lines  of  road  that  aspire  to  a  large  through. 
traffic.  " 

Table  showing  the  cost  of  the  various  lines  of  public  improtements  constructed 
/or  tlie  purpose  of  securing  to  Boston  the  trade  of  the  basin  of  the  St.  Law- 
rence and  the  West. 

Western  railroad,  including  Albany  and  West  Stockbridge.  $9,963,768 

Boston  and  Lowell 1>945,G46  i 

Lowell  and  Nashua 651,214 1 

Concord l,4S5,0i 

Northern 2,768,000 1 

Vermont  Central 8,600,000 

Fitchburg 3,612,4861 

Vermont  and  Massachusetts 3,460,004 

Cheshire .• -*.  2,777,843 

Rutland 4,600,000 

Vermont  and  Canada 1,600,000 

Ogdensburg  or  Northern 6,200,000 1 

*     '  46,343,961 1 

Although  only  a  portion  of  the  Vermont  and  Massachusetts  road  isi 
used  in  the  above  line,  the  total  cost  of  the  road  is  included,  as  it  is  pro- 
posed to  make  this  road  a  part  of  a  new  line  to  the  West,  to  be  effected  [ 
oy  tunnelling  the  Hoosac  mountains. 

In  addition  to  the  roads  aiming  at  Lake  Champlain,  there  are| 
two  important  lines,  the  Connecticut  and  Passumpsic,  and  the  Bos 
ton,  Concord,  and  Montreal  roads — the  former  in  Vermont,  and  the  I 
latter  in  New  Hampshire — having  a  general  northerly  direction,  which 
are  designed  to  be  ultimately  extended  to  Montreal.    The  former  has 
reached  St.  Johnsbury,  a  distance  of  two  hundrc?d  and  thirty-eight 
miles  from  Boston,  and  three  hundred  and  thirty-two  from  New  York— 
a.  higher  point  than  any  yet  attained  by  any  New  England  road,  with 
the  exception  of  the  Atlantic  and  St.  Lawrence  and  the  Vermont  and 
Canada  roads.     The  latter  is  nearly  completed  to  Wdls  river,  where  it 
■will  form  a  junction  with  the  Connecticut  and  Passumpsic  road.    The 
former  will  undoubtedly  be  soon  extended  about  thirty  miles  farther 
north,  to  Island  Point,  which  is  the  point  of  junction  of  the  Atlantic  [ 
and  S*.  Lawrence  and  St.  Lawrence  and  Atlantic  railroads,  through! 
which  it  will  have  a  railroad  connexion  both  with  Montreal  and  Que-I 
bee.    The  Boston,  Concord,  and  Montreal  railroad  is  now  being  ex- 
tendeni  to  Littleton,  a  distance  of  twenty  miles  farther  north,  and  will 
undoubtedly  be  continued  up  the  valley  of  the  Connecticut,  for  the 
purpose  of  forming  a  junction  with  the  Atlantic  and  St.  Lawrence  road| 
near  Lancaster^ 

The  Boston  and  Worcester  road,  next  to  the  Western,  is  the  most  im- 
portant project  in  the  State.    With  the  former,  it  makes  a  part  of  the  I 
through  Ime  to  Albmi^,  previously  noticed.    It  is  the  only  channel  of  com- 
munication between  the  city  of  Boston  and  the  central  portions  of  the  I 


S.  Doc.  112. 


801 


gtate,  and  commands  a  large  local  revenue  in  addition  to  its  through- 
traffic  It  is  one  of  the  most  expensive,  and  at  the  same  time  one  of 
the  most  profitable  works  of  the  kmd  in  the  country. 

The  Boston  and  Lowell,  the  Fitchburg,  and  the  Lowell  and  Nashua 
foads,  have  already  been  briefly  noticed  in  describing  the  great  lines 
of  which  they  severally  form  the  trunks.    All  these  possess  a  very  large 
I  and  lucrative  local  business,  independent  of  what  they  derive  from  in- 
tersecting roads.    They  deservedly  rank  among  the  leading  roads  of 
the  Stale,  and  the  former  was  a  pioneer  work  of  the  kind  in  this  country, 
or  the  roads  radiating  from  Boston  in  a  southerly  direction,  the  lead- 
ing line  is  the  Boston  and  Providence,  which  derives  especial  import- 
ance from  connecting  the  two  largest  cities  in  New  England.    It  also 
tbrms  a  part  of  one  of  the  most  popular  routes  to  New  York,  and  holds 
a  conspicuous  position  from  the  necessarily  intimate  relation  it  bears 
to  one  of  the  great  routes  of  commerce  and  travel.     The  next  most  im- 
portant road  in  the  southern  part  of  Massachusetts  is  the  Fall  River 
road,  which  connects  Boston  with  Fall  River,  a  large  manufacturing 
I  town,  and  constitutes  a  portion  of  another  through-route  to  New  York. 
The  other  roads  in  this  portion  of  Massachusetts,  though  of  consider- 
I  able  local  consequence,  do  not,  for  the  want  of  connecting  lines,  pos- 
I  sess  any  considerable  interest  for  the  public. 
Railroads  from  Boston  eastward. — Two  important  works,  the  Boston 
nd  Maine  and  Eastern  roads,  connect  Boston  with  the  State  of  Maine, 
I  traversing  the  northeastern  portion  of  Massachusetts  and  the  southeast- 
em  portion  of  New  Hampshire.    They  form  a  junction  soon  after  enter- 
ing Maine,  and  are  carried  forward  by  the  Portland,  Saco.  and  Ports- 
mouth railroad  to  Portland.     The  two  former  run  through  an  almost 
continued  succession  of  large  manufacturing  towns,  which  afibrd  a  very 
lucrative  trafRc  to  both  lines.     These  roads  are  daily  becoming  more 
important  from  the  rapid  extension  of  railroads  in  Maine,  and  the  prob- 
able construction  of  the  Eumpean  and  North  American  railroad,  con- 
Inecting  the  Maine  system  of  roads  with  St.  John  and  Halifax,  in  the 
jlower  British  provinces,  which  is  destined  to  become  a  great  route  of 
I  travel  between  the  Old  World  and  the  New.     The  above-named  lines 
[have  already  a  very  large  through  as  well  as  local  trathc,  and  occupy  a 
IcoDspicuous  position  as  a  part  of  our  great  coast-line  of  railroads. 

There  are  several  lines  of  road  traversing  the  State  of  Massachusetts 
Ifrom  north  to  south,  of  much  consequence  as  through  routes ;  among 
which  may  be  named  the  Connecticut  River  line,  and  that  made  up  of 
I  the  Worcester  and  Nashua  and  the  Norwich  and  Worcester  and  Providence 
lid  Worcester  roads.  These  lines  traverse  districts  filled  with  an  ac- 
Itive  manufacturing  population,  for  which  they  open  a  direct  railway 
I  communication  with  New  York,  the  great  depot  both  of  the  foreign  and 
I  domestic  trade  of  the  United  States. 

The  western  portion  of  the  State  is  also  traversed  from  north  to  south 
Jby  a  line  composed  of  the  Housatonic  and  a  branch  of  the  Western 
Iroad,  extending  to  the  town  of  North  Adams.     There  are,  too,  in  addi- 
tion to  these,  numerous  local  works  in  the  State,  which  do  not  call  for 
I  particular  notice. 

In  the  State  of  New  Hampshire  there  is  but  one  work  having  for  its 
I  object  the  concentration  within  itself  of  the  trade  of  the  State — ^the 


If 


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il 


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.'■' 

'     ■ '  '-1' 

1       ,: 

l! 

.,.> 

''■   '.■■'' 

302 


S.  Doc.  112. 


.^* 


Portsmouth  and  Concord  railroad.  The  principal  motive  in  the  con- 
struction  of  this  road  was  to  open  a  communication  with  the  trade  oi 
the  interior,  and  to  prevent  its  being  drawn  off  to  Boston  on  the  one 
hand,  and  Portland  on  the  other.  Tliis  work  secures  to  the  city  o 
Portsmouth  all  the  advantages  of  a  connexion  with  the  line  already 
described,  by  which  the  city  of  Boston  proposes  to  draw  to  herself  the 
trade  of  the  West,  and  will  undoubtedly  contribute  much  to  sustain 
the  trade  and  commercial  importance  of  the  former. 

The  line  of  road  traversing  the  Connecticut  valley  is  briefly  de- 
scribed  under  the  "  Railroads  of  Connecticut,"  and  those  traversinffi 
the  western  part  of  Vermont  are  embraced  in  the  notice  of  the  New 
York  system. 

'  '  CONNECTICUT  AND  RHODE  ISLAND.  V     " 

Connecticut. — Population  in  1830,  299,675;  in  1840,  309,978;  Jni 
1850,  370,791.  Aiea  in  square  miles,  4,674 ;  inhabitants  to  square  mile  I 
79.33. 

Rhode  Island. — Population  in  1830,  97,199;  in  1840,  108,830;  in| 
1850,  147,545.  Area  in  square  miles,  1,306;  inhabitants  to  square! 
mile,  112.97. 

The  cailroads  of  Connecticut  and  Rhode  Island,  though  numerous,! 
and  some  of  them  important,  derive  their  chief  consequence  from  the! 
relations  they  sustain  to  the  works  of  other  States,  in  connexion  with} 
which  they  constitute  parts  of  several  main  routes  of  travel. 

The  most  prominent  of  these  is  the  great  line  connecting  Boston  and! 
New  York.  Tlie  portion  of  this  line  in  Connecticut  is  made  up  of  the! 
New  York  and  New  Haven,  and  the  New  Haven,  Hartford,  and  Spring-[ 
field  roads.  These  roads,  in  connexion  with  the  Western,  and  Boston! 
and  Worcester,  constitute  the  great  travelled  land-route  connecting  New! 
England  with  New  York,  which  justly  ranks  with  the  most  important! 
passenger  roads  in  the  United  States,  as  it  is  one  of  the  most  profitable.! 

The  travel  between  New  York  and  Boston  has  also  given  birth  to! 
other  projects,  claimed  to  be  still  better  adapted  for  its  accomraoda-[ 
tion.  The  most  prominent  of  these  is  the  Atr-Line  road,  designed  to| 
follow  a  nearly  straight  route  between  New  Haven  and  Boston.! 
Although  this  scheme  has  been  long  before  the  public,  it  has  not! 
been  commenced,  but  there  now  appears  to  be  a  strong  probability! 
that  it  will  be  successfully  undertaken.  To  open  this  route  will  only! 
require  the  construction  of  that  portion  of  it  lying  in  Connecticut,  as  the! 
Massachusetts  link  is  already  provided  for  by  the  Norfolk  county  .'oad.[ 

Another  road,  constructed  partly  with  a  view  to  giving  a  new  route| 
between  Boston  and  New  York,  is  the  New  London  and  New  Haven! 
road,  recently  opened  to  the  public.  This  road  is  to  be  extended  eastl 
both  to  Stonington  and  Norwich,  to  form  a  connexion  at  the  forraerl 
place  with  the  N&rwich  and  Worcester,  and  at  the  latter  with  the  <Sfo«jn^l 
ton,  roads.  By  these  connexions,  two  new  routes  would  be  formed  be-j 
tween  Boston  and  New  York,  one  of  which  would  take  the  important! 
city  of  Providence  in  its  course.  It  is,  therefore,  probable  that  at  no! 
distant  day  there  will  be  four  independent  land  routes  between  New! 
York  and  Boston,  in  addition  to  the  three  lines  now  in  operation,  partly 
by  water  and  partly  by  raihroad. 


S.  Doc.  112. 


808 


t  ,?i 


By  far  the  greater  part  of  the  travel,  and  iio  inconslcl  rnblc'  portion 
of  the  trade,  between  Boston  and  New  York,  is  coiried  over  the  routes 
last  named,  which  arc  known  as  the  Fall  River,  Strmingtm,  and  Nor- 
^■ich  and  Worcester  routes ;  the  first  is  com[H)SO(l  of  the  Full  River  road ; 
the  second  of  the  Boston  and  Providence,  and  Stoningron ;  and  the 
third,  of  the  Boston  and  Worcester,  nnd  Norwich  and  Worcester,  and 
their  corresponding  lines  of  steamers.  All  these  routes  are  justly  cele- 
brated for  the  comfort  and  elegance  of  their  accoiiimodations;  the  ease, 
jafety,  and  despatch  with  which  their  trips  are  perfi)rmed;  and  are 
consequently  the  favorite  routes  of  travelling  by  a  large  portion  of  the 
business  and  travelling  public.  The  distance  between  Boston  and 
Kew  York,  by  these  routes,  is  about  230  miles. 

The  other  leading  lines  in  Connecticut  are  the  Housatonic,  extending 
I  from  Bridgeport  to  the  State  of  Massachusetts,  nnd  connecting  with  the 
roads  in  the  western  part  of  that  State;  the  Naugatuck,  extending 
from  Stratford  to  Winsted,  a  disttmce  of  about  00  miles ;  and  the  Canal 
railroad,  extending  from  New  Haven  and  following  the  route  of  the 
Old  Farmington  canal  to  the  northern  part  of  the  State,  whence  it  is  to 
be  carried  forward  to  Northampton,  in  Massachusetts.  An  important 
line  of  road  is  also  in  progress  from  Providence,  centrally  through  the 
Stales  of  Rhode  Island  and  Connecticut,  to  Fishkill,  on  the  Hudson 
ri/er,  taking  the  city  of  Hartford  in  its  route.  This  road  is  regarded 
with  great  favor  by  the  cities  of  Hartford  and  Providence,  as  a  means 
of  connecting  themselves  with  the  Hudson,  through  which  both  draw 
a  very  large  amount  of  some  important  articles  of  consumption,  such  as 
breadstufis,  lumber,  coal,  and  the  like. 

The  railroads  lyin»  principally  in  Rhode  Island  are  the  Stonington, 

which  has  already  been  noticed    and  which  is  chiefly  important 

as  a  part  of  one  of  the  leading  routes  between  Boston  and  New  York ; 

and  the  Providence  and  Worcester  road.    The  latter  is  an  important  local 

work,  traversing  for  almost  its  entire  distance  a  constant  succession  of 

manufacturing  villages.    It  is  also  an  important  through-road  to  the 

Icity  of  Providence,  bringing  her  in  connexion  with  the  Western  rail- 

Iroad  an($  the  central  portions  of  Massachusetts,  and  with  New  Hamp- 

Ishire  and  Vermont,  by  means  of  the  railroads  centring  at  Worcester. 

The  Boston  and  Providence  railroad,  lying  partly  in  llhode  Island,  is 

[already  sufficiently  described  in  the  notice  of  the  Massachusetts  rail- 

Iroads. 

Another  important  line  of  railroads,  not  particularly  noticed,  wliich 
Imay  be  embraced  in  the  description  of  the  "  railroads  of  Connecticut," 
lis  the  great  line  following  the  Connecticut  valley.  This  line,  though 
Icomposed  of  several  distinct  works,  is  in  nil  its  characteristics  a  homo- 
Igeneous  line.  It  traverses  the  most  fertile,  picturesque,  and  attractive 
Iportion  of  New  England,  and  is  important  both  from  the  large  traffic 
land  the  pleasure-travel  it  commands.  No  line  of  eciual  extent  in  the 
lUnited  States  presents  superior  attractions.  It  has  already  reached  St. 
Tjohnsbury,  Vermont,  a  distance  of  about  330  miles  from  New  York, 
m  254  from  New  Haven.  Measures  arc  now  in  pogi'ess  to  secure 
pts  extension  about  30  miles  farther  north  to  Island  Point,  there  to  form 
I  junction  with  the  St.  Lawrence  and  Atlantic  raih-ood,  in  connexion 


■lis: 

I 
m 


i 

m  ■ 


804 


S.  Doc.  112. 


with  which  a  new,  direct,  and  convenient  route  will  be  opened  be. 
tween  New  York  and  the  New  England  States,  and  the  cities  oi'  Mon> 
treal  and  Quebec. 

MAINE. 

Population  in  1830,  399,455;  in  1840,  501,798;  in  1860,  683,169.  | 
Area  in  square  miles,  30,000;  inhabitants  to  square  mile,  19.44. 
..  With  the  exception  of  the  States  of  Maine  and  Connecticut,  the  rail.  I 
road  system  of  New  Encland  rests  upon  Boston  as  a  common  centre*  [ 
by  the  capital  of  which  it  has  been  mainly  constructed.  The  roadsofl 
Maine  belong  to  an  independent  system,  toward  which  the  city  of  I 
Portland  bears  the  same  relation  as  does  Boston  to  the  works  already! 
described. 

The  leading  road  in  Maine  forms  a  part  of  the  line  connecting  Mon. 
treal  and  Portland,  made  up  of  the  Atlantic  and  St.  Lawrence  iu  the  I 
United  States,  and  the  St.  Lawrence  and  Atlantic  in  Canada.  This  I 
great  woik  was  first  proposed  to  the  people  of  Portland  as  a  means  of  I 
recovering  the  position  they  had  lost  Irom  the  overshadowing  influence! 
of  their  great  rival,  Boston,  and  of  securing  to  themselves  a  portion  ofl 
the  trade  of  the  West,  which  is  now  exerting  such  marked  influence! 
in  the  progress  of  all  our  great  commercial  towns. 

Portland  possesses  some  advantages  over  any  other  city  east  ofNewl 
York,  in  being  nearer  to  Montreal,  the  emporium  of  the  Canadas;  and! 
in  possessing  a  much  more  favorable  route  for  a  niilroad  from  thel 
Atlantic  coast  to  the  St.  Lawrence  basin  than  any  other,  east  of  thel 
Green  Mountain  range.     The  city  of  Montreal,  being  accessible  froml 
all  the  great  lakes  by  the  largest  craft  navigating  these  waters,  iJ 
the  convenient  depot  for  the  produce  collected  upon  them.    Wlienl 
once  on  shin-board,  this  produce  may  be  taken  to  Montreal  at  slightlyl 
increased  rates  over  those  charged  to  BuflHilo,  Oswego,  or  Ogdens-I 
burg;  but  the  want  of  a  winter  outlet  from  Montreal  to  tide-water  hasi 
seriously  retarded  the  growth  and  prosperity  of  that  city,  and  pre 
vented  her  from  reaping  all  the  advantages  from  her  conneiKion,  byl 
her  magnificent  canals,  with  the  trade  of  the  West,  which  she  wouldf 
have  secured  by  a  convenient  winter  outlet.     Formerly  large  amount! 
of  western  produce  were  usually  collected  there  during  the  autumnall 
months,  and  warehoused  till  spring,  and  then  shipped  to  England! 
Shipment  j  by  this  route  involved  the  necessity  ot  holding  produca 
received  late  in' the  season  some  four  or  five  months.     The  inconvenij 
eiices  rnd  losses  arising  fi-om  these  causes,  aided  by  the  repeial  of  tb 
Englisri  corn  laws,  were  among  the  prominent  reasons  wnich  ledt 
the  commercial  arrangements  by  which  colonial  produce  and  merchant 
dise  are  allowed  to  pass,  in  bond,  through  the  territories  of  the  Unite 
States.    This  arrangement  had  a  tendency  to  divert  a  large  trade  from 
Montreal,  and  threatened  the  most  disastrous  consequences  to  its  tradj 
and  prosperity.     In  view  of  this  state  of  things,  its  citizens  espou* 
and  prosecuted  the  railroad  to  Portland  with  great  energy  and  zea 
The  whole  work  is  far  advanced  toward  completion  on  both  side 
of  the  line.    The  portion  within  the  United  States  will  be  finishe* 
during  the  present  year,  and  the  Canadian  portion  by  the  Ist  of  July! 
1S63.   It  occupies  the  shortest  practicable  route  befween  the  St.  Lavl 


oinous  and   a: 


S.  Doc.  112. 


305 


rcncc  river  onJ  the  Atlantic  criast.  Its  grades  are  favorable,  nowhere 
exceeding  fifty  feet  to  the  mile  in  the  direction  of  the  heavy  traffic,  or 
sixty  flict  on  the  opposite  course.  The  gauge  of  the  whole  road  is  to 
[)e  live  and  a  hnlf  teet.  As  no  transhipment  will  be  necessary  upon 
this  road,  and  as  its  operations  can  be  placed  substantially  under  one 
maiiiigoment,  it  is  believed  that  produce  can  be  trnnsported  over  it  at 
much  lower  rates  than  the  ordinary  charges  upon  railroads. 

As  before  stated,  the  plan  of  a  railroad  from  Portland  to  the  St.  Law- 
rence originated  in  the  idea  of  the  possibility  of  making  that  city  the 
Atlnntic  terminus  of  a  portion  of  the  trade  of  the  St.  Lawrence  and  the 
great  lakes.  The  city  of  New  York  hnd  so  long  been  in  the  exclusive 
possession  of  this  trade,  as  to  create  ihe  idea  that  she  held  it  by  a  sort 
of  natural  and  inalienable  right.  When  the  idea  was  proposed  of  turn- 
ing this  trade  through  a  new  channel,  and  of  bringing  it  to  the  Atlantic 
coast  at  a  point  some  four  hundred  miles  northward,  the  boldness  of  such 
a  proposition  was  enough  to  stagger  the  credulity  of  every  one  who  did 
not  feel  himself  immediately  interested  in  the  result.  As  soon,  however, 
as  the  prospect  was  fully  unfolded  to  the  people  of  Portland,  its  ap- 
parent practicability,  and  the  advantages  wnic;n  it  promised  to  secure, 
look  complete  possession  of  the  public  mind,  and  the  city  resolved, 
single-handed  to  undertake  the  construction  of  a  work  running,  for  a 
umsidcrable  portion  of  its  distance,  through  comparatively  unexplored 
forests;  traversing  for  one  hundred  miles,  at  least,  the  most  mount- 
ainous and  apparently  most  difficult  portion  of  the  eastern  States 
for  railroad  enterprises;  and  involving  a  cost,  for  the  American  portion 
alone,  of  over  five  millions  of  dollars.  Repeated  attempts  had  been 
made  to  construct  a  short  road,  for  the  accommodation  of  local  traffic, 
upon  the  very  route  since  selected  for  the  great  line,  but  without  suc- 
cess. The  inducements  held  out  were  not  regarded  sufficient  to  war- 
I  rant  the  necessary  outlay.  It  was  only  by  assuming  that  the  people  of 
Portland  held  within  their  grasp  the  trade  of  one  of  tlie  most  important 
channels  of  commerce  in  the  whole  country,  that  they  could  be  induced 
to  make  the  efl(>rt3  and  sacrifices  necessary  to  success.  These  efforts 
and  sacrifices  have  been  made.  The  project  is  on  the  eve  of  realization, 
and  the  wisdom  in  which  the  scheme  was  conceived,  and  the  skill  and 
ability  displayed  in  its  execution,  give  the  most  satisfactory  assurance 
I  of  complete  success. 

The  length  of  this  line,  the  construction  of  which  devolved  upon  the 
[people  of  Portland,  is  aboat  one  hundred  and  sixty  miles,  costing 
[about  $35,000  per  mile,  or  an  aggregate  of  nearly  $G,000,000.  The 
[first  step  in  the  process  of  construction  was  a  stock  subscription  of  over 
[$1,000,000  by  the  citizens  of  Portland,  aided  by  some  small  contribu- 
llions  from  towns  on  the  route — for  the  project  was  regarded  by  all  others 
las  a  mere  chimera.  This  was  expended  in  construction,  and  was  suf- 
llicient  to  open  the  first  division,  which,  running  through  an  excellent 
Icountry,  at  once  entered  into  a  lucrative  traffic.  The  city  of  Portlan<l 
Ithen  obtained,  by  two  several  acts  of  the  legislature,  permission  to 
[pledge  its  credit  to  the  road  to  the  amount  of  $2,000,000.  These  sums, 
kith  some  further  additions  to  its  stock,  furnished  a  cash  capital  of  over 
$3,000,000  to  the  work.  The  necessary  balance  has  been  raised  upon 
21 


T 

1 

i 


M- 

m 


I  T 


^;|  1 


SB? 


I)-' J  I 


3oe  I 


S.  Doc.  112. 


Rtook  subscriptions  by  contractors  and  compnny  bonds.  In  this  man- 
ner ^8  a  city  of  20,000  inhabitants  secured  the  construction  of  a  first- 
class  railroad,  connecting  it  with  tlie  St.  Lawrence  by  the  shortest 
route  practicable  lor  a  railroad  from  any  of  our  seajxjrts.  The  amount 
actually  paid  in  to  the  project  by  the  people  of  Portland  will  exceed 
$60  in  cash  lo  each  individual,  in  addition  to  $100  to  each,  represented 
by  the  credit*  that  have  been  extended.  It  is  believed  that  no  better 
monument  exists  in  this  country  of  the  energy  and  enterprise  of  our 
people,  and  the  successful  co-operation  of  one  community  in  the  exe- 
cution of  a  great  enterprise  by  which  all  an;,  relatively  speaking,  to  be 
equally  benefited.  It  is  an  example  which  cannot  be  studied  and 
imitated  without  profit. 

Prior  to  the  construction  of  the  Atlantic  and  St.  Lawrence  railroad, 
the  only  railroad  of  importance  in  the  State  was  the  Portland,  Saco  and 
Portsmouth  road,  which  connected  its  commercial  metropolis  with  the 
railroad  systemof  Massachusetts.  This  road  was  constmcted  by  per- 
sons interested  in  the  connecting  lines,  as  a  necessary  extension  of  their 
own.      When  the  city  of  Portland  was  reached,  their  objects  were  re- 

farded  as  secured.  Any  further  extension  of  railroads  in  Maine  was 
)oked  upon  as  of  doubtful  utility  to  the  interests  of  the  city  of  Boston, 
the  gieat  centre  of  the  New  England  system.  It  was  felt  that  the  con- 
struction of  railroads  north  and  east  fiom  Portland,  into  the  interior, 
might  concentrate  in  that  city  the  trade  of  the  State,  which  had  been 
almost  exclusively  enjoyed  by  the  former.  This  trade  was  already  se- 
cured and  sufficiently  accommodated,  as  far  as  Boston  was  concerned, 
by  the  extensive  commercial  marine  of  the  two  States ;  and  the  con- 
struction of  railroads,  it  was  felt,  might  lessen  instead  of  strengthening 
the  grasp  by  which  she  held  it.  While  mexy  other  portion  of  the  coun- 
try was  embarking  in  railroads,  the  conviqtion  grew  up  that  Maine  was 
not  the  proper  theatre  for  such  enterprises,  or,  if  it  were,  the  people  felt 
their  means  unequal  to  their  construction,  and  it  was  known  that  no 
foreign  aid  would  be  had.  All  such  projects,  therefore,  came  to  be  re- 
^rded  with  comparative  indifference.  In  this  condition  of  the  ])ublic 
O&ind  the  Atlantic  and  St.  Lawrence  scheme  was  proposed,  and  with 
it  a*y«tem  of  railroads  independent  of  the  rest  of  the  New  England 
States,  «i>'hich  should  concentrate  within  her  own  territory  her  capital 
and  ene3*gie>!,  and  which  should  not  only  place  her  in  a  commanding' 
position  in  reference  to  the  trade  of  the  West,  but,  at  the  sanje  lime, 
place  her  en  route  of  the  great  line  of  travel  between  the  Old  and  New 
Worlds-^a  position  combining  all  the  advantages  of  the  most  favor- 
able connexions  with  the  dome.stic  trade  of  the  country  and  with 
foreign  commerce  and  tfavel.  These  propositions  constitute  an  erat  in 
tlie  history  of  the  State.  A  new  lite  was  infused  into  the  public 
mind,  and  objects  of  the  highest  value  held  out  as  the  reward  of  new 
efforts.  The  eflect  upon  the  policy  and  public  sentiment  of  the  State 
has  bee*  magical.  The  whole  people  felt  and  saw  that  they  have  rights 
and  intereefcg  to  maintain  and  vindicate,  and  that  Maine,  instead  of  be- 
ing a  remote  and  isolated  State,  removed  from  participation  in  the  pro- 
jects and  scheme*  which  are  effecting  changes  so  marvellous  upon  the 
ilice  of  soeiety,  <e(wU.d  be  brought  by  liejr  own  efforts  into  the  veiy  focus 


S.  Doc.  112. 


307 


s  man- 
a  first* 
ihortoi 
amount 
exceed 
esented 

0  better 
3  of  our 
the  exe- 
ig,  to  be 
led  and 

railroad, 
3aco  and 
with  the 

1  by  per- 
il ot*  their 
were  re- 
iaine  was 
d"  Boston, 
t  the  con- 
?.  interior, 
had  been 
Iready  se- 
oncerned, 

the  con- 
nglhening 
the  coun- 
llainc  was 
people  felt 
In  tnat  no 
to  be  re- 
lie  ])ublic 
and  with 
England 
per  capital 
manding' 
|an)e  time, 
and  New 
lost  favor- 
land  with 
an  ertt  In 
Ihe  public 
\d  of  new 
the  State 
^ave  rights 
3ad  of  be- 
in  the  pixv 
upon  the 
■very  focus 


of  the  great  modern  movement.  A  new  destiny  was  opened  before  her. 
To  this  call  she  has  nobly  responded,  and  the  State  is  olive  with  pro- 
jects that  promise,  in  a  few  years,  to  secure  to  every  portion  of  it  all 
necessary  railroad  accommodations,  with  the  results  whicn  always  follow 
in  their  train. 

Next  in  importance  to  the  Adantic  and  St.  Lawrence  railroad  is  the 
European  and  North  American  project,  which  is  designed  to  become  a 

fart  of  the  great  route  of  travel  between  the  Old  VVorld  and  the  New. 
Inder  the  above  title  is  enibi^ccd  the  line  extending  from  Biingor, 
Miiine,  to  Haliflix,  Nova  Scotia,  taking  St.  John,  New  Brunswick,  in 
its  route.     From  Bangor  west,  the  line  is  to  be  made  up  of  the  Penob- 
scot and  Kennebec  road,  now  in  progress;  the  Androscoggin  and  Ken- 
nebec road,  with  a  portion  of  the  Atlantic  and  St.  Lawrence,  now  in 
operation.     When  the  whole  line  sliall  be  completed,  it  is  claimed  that 
the  transatlantic  tjavel  will  pass  over  this  road  to  and  from  Halifax, 
and  that  through  Maine  will  be  the  great  avenue  of  travel  between 
Europe  and  America.     Without  expressing  any  opinion  as  to  the  sound- 
ness of  such  claims,  their  correctness  is  at  present  assumed,  and  is  made 
tiie  basis  of  action  on  the  part  of  the  people  of  the  State,  and,  to  a  certain 
extent,  gives  character  and  du"ection  to  their  railroad  enterprises. 

Of  this  great  line,  that  portion  extending  from  Portland  to  Water- 
ville,  a  distance  of  eighty-two  miles,  is  already  provided  for  by  a  por- 
tion of  the  Atlantic  and   St.  Lawrence   and  the  Androscoggin  and 
Kennebec  railroads.     The  portion  fi-om  Waterville  to  Bangor,  something 
over  fifty  miles,  is  in  pmgress.     From  Bangor  to  the  boundary  line  of 
New  Brunswick,  no  definite  plan  has  been  agreed  upon;  although  the 
subject  is  receiving  the  careful  consideration  of  the  parties  having  it  in 
charge,  and  no  doubt  is  expressed  that  such  measures  will  be  taken  as 
shall  secure  complete  and  early  success  to  the  measure.     The  New 
Brunswick  portion  of  it  is  already  provided  for  by  a  contract  with  a 
company  oi  eminent  English  contractors,  who,  it  is  believed,  will  also 
undertake  the  Nova  Scotia  division.     Of  the  realization  of  this  scheme 
at  the  earliest  day,  there  can  be  no  doubt.     The  plan  meets  with  as 
hearty  approval  hi  the  provinces,  and  in  Great  Britain,  as  it  does  in 
Maine;  and  on  both  sides  of  the  water  are  the  results  claimed  fully 
conceded.     Such  being  the  Jact,  foreign  capital  will  be  certain  to  sup- 
ply, and  is,  indeed,  now  supplying,  whatever  may  be  lacking  in  tliis 
country. 

Another  leading  road  in  Maine  is  the  Kennebec  and  Portland,^  ex- 
tending from  Portland  to  Augusta,  upon  the  Kennebec  river,  a  dis- 
tance of  over  sixty  miles.  This  road  it  is  proposed  to  extend,  to  form  a 
junction  with  the  Penobscot  and  Kennebec,  by  which  it  will  become  a 
convenient  link  from  Portland  east,  in  the  great  European  and  Nortbi 
American  line  already  referred  to. 

An  important  line  of  road  is  also  in  piogress,  to  extend  from  Porl^iriiJ 
to  South  Berwick,  there  to  form  a  junction  with  the  Boston  and  Mpine 
road — thus  forming  two  independent  lines  of  railroad  betweeuFq^tltind' 
and  Boston.  A  portion  of  this  line  is  in  operation,  and  t}\?,wbpls 
under  contract,  to  be  completed  at  an  early  day. 
A  project  of  considerable  importance  is  also  at  t]bfi:  pceseol;^  titeft 


I: 


.-1 


il 


|tr- 1 


I  i 


i 


808 


S.  Dor.  112. 


engrossing  the  attention  of  the  people  of  Bangor — thnt  of  a  rnihond 
following  tho  Penobscot  river  up  to  Lincoln,  a  distance  of  about  fifty 
miles.  As  the  route  is  remarkably  favorai)le,  and  easily  within  the 
means  of  the  city  of  Bangor,  its  speedy  construction  may  be  set  down 
as  certain.  It  is  much  needed  to  accommodate  the  important  lumber- 
ing interest  on  that  river.  From  Bangor  to  Oldtown — a  distance  of 
twelve  miles — a  railroad  al; ,  ady  exists,  which  will  form  a  part  of  the 
above  line. 

The  projects  enumerated  embrace  a  view  of  all  the  proposed  works 
in  Maine,  of  especial  public  interest. 

♦  ■"  NEW  JERSEY. 

Population  in  1830,  320,823;  in  1840,  373,306;  in  1860,  489,555. 
Area  m  square  miles,  8,320 ;  inhabitants  to  square  mile.  58.84. 

The  railroads  of  New  Jersey,  as  do  those  of  tho  State  of  Connecti- 
cut, derive  their  chief  importance  from  their  connexion  with  the  routes 
of  conmierce  and  travel  of  other  States. 

The  most  important  roads  in  the  State  are  those  uniting  New 
York  and  Philadelphia,  the  Camden  and  Amboy  and  the  New  Jersey  rail- 
roads, in  connexion  with  the  Pluladeli)hia  and  Trenton  road,  lying  within 
the  State  of  Pennsylvania.  Upon  these  roads  are  thrown  not  only  the 
travel  between  the  two  largest  cities  in  the  United  States,  but  between 
the  two  great  divisions  of  the  country.  As  might  be  expected  from 
such  relations,  they  command  an  immense  passenger  traffic,  and  rank 
among  our  most  successliil  and  productive  works  of  the  kind.  They 
are  much  more  important  as  routes  of  travel  than  of  commerce,  as  the 
Raritan  canal,  which  has  the  same  general  direction  and  connexions,  is 
a  better  medium  for  heavy  transportation. 

Another  important  work  is  the  New  Jersey  Central^  which  traverses  the 
State  from  east  to  west.  At  Elizabethtown  it  connects  with  the  New 
Jersey  road,  thus  forming  a  direct  railroad  connexion  between  New  York 
and  Easton,  on  the  Delaware  river.  This  road,  though  locally  import- 
ant, is  still  more  so  Irom  its  prospective  connexions  with  other  great 
lines  of  road,  either  in  progress  or  in  operation.  It  is  proposed  to 
extend  it  up  the  valley  of  the  Lehigh,  and  through  the  mountain  range 
lying  between  the  Delaware  and  Susquehanna  rivers,  to  Catawissa, 
on  the  latter,  from  which  it  will  be  carried  to  Williamsport,  to  form  a 
connexion  with  the  Sunbury  and  Erie  road,  which  is  about  to  be  com- 
menced. Upon  the  completion  of  these,  the  Central  would  not  only 
form  a  very  important  avenue  between  the  city  of  New  York  and  the 
coal-fields  of  Pennsylvania,  from  which  that  city  draws  its  supplies  til' 
fuel;  but  would  unite  the  city  with  Lake  Erie,  opening  a  new  and  direct 
line  for  the  trade  of  the  West,  and  placing  New  York  in  very  favorable 
relations  to  the  proposed  Sunbury  and  Erie  line.  From  Easton  to  Sun- 
bury  a  large  amount  has  already  been  expended  ior  the  purpose  of 
opening  the  above  communication,  and  no  doubt  is  ex])ressed  that  this 
project  will  be  speedily  realized. 

A  road  is  also  in  progress  from  Trenton,  designed  to  follow  the  Del- 
aware up  to  the  Water  Gap,  for  the  purpose  of  connecting  with  the 


S.  Doc.  112. 


809 


proposed  road  from  the  Lackawanna  valley  to  thrit  place,  and  of  opening 
an  outlet  for  the  latter  in  the  direction  of  PhiliiiUlphia.  This  road  has 
nlready  been  completed  to  L amber tville,  and  is  in  progress  beyond 
that  point. 

Another  important  road  in  this  State,  possessing  similar  characteris- 
tics with  the  Central,  is  the  Morris  and  Essex.  This  road  is  now  in 
operation  to  Dover,  a  distance  of  about  forty  miles  from  New  York, 
and  is  in  progress  to  a  point  on  the  Delaware  river,  opposite  the 
Water  Gap.  From  the  Water  Gap  a  road  is  proposed  extending  to  the 
Lackawanna  valley,  at  Scranton,  the  centre  of  very  extensive  deposites 
of  iron  and  coal.  The  importance  of  a  continuous  line  of  railroad  from 
the  coal-fields  of  Pennsylvania  to  New  York  has  already  been  adverted 
to.  The  extension  of  the  Morris  and  Essex  line  into  the  Lackawanna 
valley  is  of  the  first  consequence,  from  the  connexion  it  would  there 
form.  This  valley  is  already  connected  with  western  New  York  and 
tlie  great  lakes,  and  will  be  the  focal  point  ol  a  large  number  of  roads, 
constructed  lor  the  purpose  of  becommg  outlets  for  its  coal  in  a  north- 
erly direction.  By  the  opening  of  a  railroad  from  this  valley  to  New 
York,  a  new  and  important  route  would  be  formed  between  that  city 
and  the  lakes,  whicn  could  not  fail  to  become  a  valuable  one,  both 
tor  commerce  and  travel. 

Through  the  northern  part  of  the  State,  the  Erie  railroad  is  now 
brought  to  Jersey  City  by  means  of  what  is  now  called  the  Union  rail- 
road, composed  of  two  short  roads,  previously  known  as  the  Paterson 
and  the  Paterson  and  Itamapo ;  the  track  of  this  will  be  relaid,  so  as 
to  correspond  to  the  Erie  gauge.  Through  this  road  the  Erie  is  brought 
directly  to  the  Hudson,  opposite  New  York — a  matter  of  great  import- 
ance so  far  as  its  passenger  traffic  is  concerned.  The  former  is  leased 
to,  and  is  run  as  a  part  of,  the  Erie  xoad. 

A  railroad  is  also  in  progress  from  Camden,  opposite  Philadelphia, 
to  Absecum  Beach,  on  the  Atlantic  coast.  This  road  will  traverse 
the  State  centrally,  from  northwest  to  southeast,  and  will  prove  a  great 
benefit  to  the  country  traversed. 

Canals  of  New  Jersey. 

There  are  two  canals  of  considerable  importance  in  the  State — ^the 
Delaware  and  Raritan^  and  the  Morris  and  Essex. 

The  Delaware  and  Raritan  canal,  the  most  considerable  work  of  the 
two,  commences  at  New  Brunswick  and  extends  to  Bordentown,  a  dis- 
tance of  43  miles.  It  is  75  feet  wide  at  the  surface,  and  47  at  the 
bottom,  and  7  feet  deep.  There  are  seven  locks  at  each  end,  110  feet 
long,  and  24  feet  wide,  having  eight-feet  lift  each.  These  locks  pass 
boats  of  228  tons  burden.  The  canal  is  supplied  from  the  Delaware 
river,  by  a  feeder  taken  out  22  miles  above  Trenton.  This  canal  con- 
nects with  the  Delaware  division  of  the  Pennsylvania  canals,  and  is 
the  principal  channel  through  which  New  York  is  supplied  with  coal. 
It  also  commands  a  large  amount  of  freight  between  New  York  and 
Philadelphia,  and  is  navigated  by  regular  lines  of  propellers,  run- 
ning between  the  two  cities.     This  work  is  of  very  great  importance 


\iy. 


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W        ' 

,1  :■ 

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1  ' 

4     1 

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d     ! 


310 


S.  Doc.  112. 


to  the  citv  of  New  York,  ns  a  monns  of  supplyiiiff  tliiit  cUy  witli  coal, 
and  as  aftbrding  a  convenient  channel  of  communication  with  Philudel- 
phia.  It  is  also  an  important  work  in  a  national  point  of  view;  as,  in 
connexion  with  the  Chesapeake  and  Delaware  and  the  Dismal  Swamp 
canals,  it  forms  an  intcrnfil  navigable  water-line,  commencing  with 
Long  Island  sound,  and  extending  south,  and  bv  way  of  the  cities  of 
New  York,  Philadelphia,  Baltimore,  nnd  Norfolk,  to  the  south  part  of 
North  Carolina.  This  fact  was  regnrded  of  great  consequence  to  the 
commerce  of  the  country,  prior  to  the  construction  of  railroads,  as  it 
would  have  enabled  our  people  to  maintain  an  uninterrupted  commu- 
nication between  the  different  portions  of  the  country  in  the  event  of 
a  war  with  a  foreign  power. 

Morris  and  Essex  canal. — This  work  extends  by  a  circuitous  route 
from  Jersey  City  to  the  Delaware  river,  at  Enston.  Its  length  is  about 
one  hundred  miles.  Its  revenues  are  principally  derived  from  the  local 
traffic  of  the  country  traversed,  and  tne  transportation  of  coal,  which 
is  brought  to  Easton  by  the  Lehigh  canal.  Its  relations  to  the  com- 
merce of  the  country  are  not  such  as  to  call  for  particular  notice. 
'.      ,       Y,  -^ 

'*''■     PENNSYLVANIA. 

f    -  ,  ,  '   ... 

Population  in  1830, 1,348,233;  in  1840, 1,724,033;  in  1850,2,311,- 
78C.    Area  in  square  miles,  46,000 ;  inhabitants  to  square  mile,  60.25. 

The  attention  of  the  people  of  Pennsylvania  was,  at  an  early  period 
in  our  histoiy,  turned  to  the  subject  of  internal  improvements,  with  a 
view  to  the  local  wants  of  the  State,  and  for  the  purpose  of  opening  a 
water  communication  between  the  Delaware  river  and  the  navigable 
waters  of  the  Ohio.  It  was  not,  however,  till  stimulated  by  the  exam- 
ple of  New  York,  and  the  results  which  her  great  work,  the  Erie  canal, 
was  achieving  in  developing  and  securing  to  the  former  the  trade  of  the 
West,  that  the  State  of  Pennsylvania  commenced  the  construction  of  the 
various  works  which  make  up  the  elaborate  system  of  th.~t  State. 

The  great  Pennsylvania  line  of  improvement,  extending  from  Philadel- 
phia to  Pittsburg,  was  commenced  on  the  4th  of  July,  1826,  and  was 
finally  completed  in  March,  1834.  It  is  made  up  partly  of  railroad  and 
partly  of  canal,  the  works  that  compose  it  being  the  Columbia  railroad, 
extending  from  Philadelphia  to  Columbia,  a  distance  of  82  miles ;  the 
eastern  and  Juniata  divisions  of  the  Pennsj'lvania  canal,  extending  from 
Columbia,  on  the  Susquehanna  river,  to  Hollidaysburg,  at  the  base  of 
the  Alleghany  mountains,  a  distance  of  172  miles;  the  Portage  railroad, 
extending  from  Hollidaysburg  to  Johnston,  a  distance  of  36  miles,  and 
by  which  the  mountains  are  surmounted;  and  the  western  division  of 
the  Piennsylvania  canal,  extending  from  Johnston  to  Pittsburg,  a  dis- 
tance of  104  miles ;  making  tiie  entire  distance  from  Philadelphia  to 
Pittsburg  by  this  line  394  miles.  The  canals  are  4  feet  deep,  28  feet 
wide  at  the  bottom,  and  40  at  the  water-line.  Its  locks  are  90  feet  long, 
and  from  15  to  17  feet  wide.  The  Alleghany  mountains  are  passed  by 
a  summit  of  2,491  feet,  and  the  eastern  division  of  the  canal  attains  a 
height  of  1,092  feet  above  tide-water.  The  Portage  road  consists  of  a 
scries  of  inclined  planes,  which  are  worked  by  stationary  engines. 


S.  Doc.  112. 


811 


The  cost  of  this  great  line  up  to  the  present  lime  has  been  about 
$15,000,000. 

The  enstern  tlivision  of  the  canal  lins  an  additional  outlet,  by  means 
of  the  Tidewater  canal,  (a  privjite  enterprise,)  which  extends  Aom  Co- 
lumbia to  Havre  dc  Grace,  on  the  Chesapeak(3  bay,  in  Maiylund.  It 
forms  an  important  aveuuo  between  both  Philadelphia  and  Baltimore, 
aiid  the  interior  of  the  State,  as  the  boats  that  navigate  it  are,  after 
reaching  tide-water,  eouveniently  taken  to  either  rity,  as  the  case  may 
require. 

The  line  of  improvement  we  have  described  was  constructed  with 
similar  objects,  and  bears  the  same  relation  to  the  city  of  Philadelphiii 
as  does  the  Erie  caniU  to  the  city  of  New  York.  It  has  not,  however, 
achieved  equal  results,  partly  from  the  want  of  convenient  western 
connexions,  from  the  unfavorablp  character  of  the  route,  and  partly 
from  the  fact  that  the  line  is  made  up  of  railroad  and  canal,  involv- 
ing grejiter  cost  of  transportation  than  upon  the  New  York  work.  It 
has,  however,  proved  of  vast  utility  to  the  city  of  Philaxlelphia  and  to 
tlie  State,  and  has  enabled  the  former  to  maintain  a  very  large  trade 
which  she  would  have  lost  but  for  the  above  line.  The  comparatively 
heavy  cost  of  transportnlion  over  this  route  has  not  enabled  it  to  com- 
pete with  the  New  York  improvements,  as  an  outlet  for  the  cheap  and 
bulky  products  of  the  West;  but  so  far  as  the  return  movement  is  con- 
cerned it  enjoys  some  advantages  over  the  fonfter,  the  most  important 
of  which  is  the  longer  period  during  which  it  is  in  operation.  At  the 
commencement  of  the  season  it  opens  for  business  about  a  month 
earlier  than  the  Erie  canal — a  fact  which  secures  to  it  and  to  the  city 
of  Philadelphia  a  very  large  trade  long  before  its  rival  comes  into  op- 
eration ;  so  that,  although  it  may  not  have  realized  the  expectations 
formed  from  it,  as  an  outlet  for  western  trade,  it  has  been  the  great  sup- 
port of  Philadelphia,  without  which  her  trade  must  have  succumbed 
to  the  superior  advantages  of  New  York. 

It  would  be  a  matter  of  much  interest  could  the  movement  of 
property,  upon  the  two  lines  of  improvement  from  tide-water  to  the 
navigable  waters  of  the  West,  be  compared,  both  in  tonnage  and  value. 
The  returns  of  the  Pennsylvania  works,  however,  do  not  furnish  the 
necessary  data  for  such  a  comparison.  There  are  no  methods  oi'  dis- 
tinguishing, accurately,  the  local  from  the  through-tonnage,  nor  the 
quantity  or  value  of  property  received  from  other  States,  as  is  shown 
upon  the  New  York  works.  The  returns  of  the  business  on  the 
former,  however,  show  ordy  a  small  movement  east  over  the  Portage 
road,  which  must  indicate  pretty  correctly  the  throvgh  movement.  In 
the  opposite  direction  the  amount,  both  in  value  and  tonnage,  is  much 
larger.  ;  A  better  idea,  probably,  can  be  formed  of  the  value  and 
amount  pf  this  traffic  from  4he  extent  of  the;  jobbing  trade  of  Phila- 
delphia,f%.yery  considerabinrportion  of  which  must  pass  over  the  above 
route.  jKhiladclphiu,  thougifc  it  does  not  possess  a  large  foreign  com- 
merce, is  one  oi  thftgrealj^distribi^ing  points.,  of  merchandise  in  the 
Union ;  and  the  large  popuiition  and  the  ver}'  rapid  growth  of  that  city, 
-ill  the  absence  of  the  foreign  trade  enjoyed  b}'  New  Ybrt,  proves  con- 
clusively the  immense  dmncstic  commence  of  the  formet.  ., 


A»»  »■ 


'•I 


'i| 


812 


S.  Doc.  112. 


■>.■<      i 

h 


;,     ! 


i  • 


r;:  -  ■ 


m 


I 

it. 


Another  grent  line  of  improvement  undertnken  by  tlic  State  I.s  com- 
posfd  of  the  Svsf/vt/iatiJin  tliviiiion  of  tlic  l*rHtiaiftriiHia  camil,  extend, 
ing  from  the  mouth  of  the  Juniata  to  Norihumhcrlnnd,  u  distance  of 
39  niih'8,  on<l  th(?  North  Branch  eanal,  extending  from  NorthutnlK'rland 
to  the  State  hnc  of  New  York,  a  distance  of  1(>2  miles,  where  it  will 
connect  with  the  New  York  State  work.s  and  the  numerous  [»roi)osp(l 
lines  of  railroad  centring  at  Khnira.  Of  this  last  named  canal,  112 
miles,  extending  Irom  the  mouth  of  the  Juniata  tf)  Lnckawannoek,  have 
been  completed,  at  a  co.st  of  nearly  83,000,000,  and  the  remainder  of 
the  line  is  in  rapid  progress.  As  the  lower  port  of  this  canal  will 
connect  with  the  Pennsylvania,  and  through  this  with  the  Tide-water 
canal,  a  great  navigable  water-line  will  be  constructed,  extending 
through  the  central  portions  of  the  State  fnm  north  to  Fouth.  This 
line  will,  ll)r  a  considerable  portion  of  its  distance,  traverse  the  anthra- 
cite coal-fields  of  the  State,  from  which  a  large  traffic  is  anticipated. 
A  large  trade  is  also  expected  from  the  New  York  works  in  such 
articles  as  Philadelphia  and  Baltimore  are  better  adapted  to  supply 
than  New  York. 

Another  important  work,  so  fjjr  as  the  coal  trade  of  the  country  is 
concerned,  is  tne  Delaware  division  of  the  Penmylvaniu  canaU  extending 
from  Bristol  to  Euston,  a  distance  of  CO  miles.  This  work  forms  the 
outlet  to  the  great  Lehigh  coal-fields.    Its  cost  has  been  alx)ut  $1 ,600,000. 

In  the  western  portion  of  the  State  several  important  works  were 
projected,  as  a  part  of  the  great  system  originally  proposed,  although 
only  an  inconsiderable  portion  of  them  has  been  completed  by  the  State. 
Of  these  are,  first,  the  Beaver  division  of  the  Pennsylvania  canjd,  com- 
mencing  at  Beaver,  on  the  Ohio,  at  the  mouth  of  Beaver  river, 
and  extending  to  Newcastle,  about  25  miles.  This  canal  forms  tlie 
trunk  of  the  Mahoning  canal,  e::tending  bom  the  State  line  of  Penn- 
sylvania to  the  Ohio  canal,  at  Akron,  a  distance  of  about  76  miles; 
and  also  of  the  Erie  extension  of  the  Pennsylvania  canal,  commencing 
near  Newcastle  and  extending  to  Erie,  a  distance  of  about  106  miles. 

This  last-described  work  has  passed  into  private  hands ;  it  is  at  the 
present  time  chiefly  employed  in  the  transportation  of  coal,  and  is  the 
principal  avenue  lor  the  supply  of  this  article  to  Lake  Erie.  Connected 
with  the  Erie  extension  is  a  State  work,  called  the  French  creek  feeder 
and  Franklin  branch,  extending  from  Franklin,  on  the  Alleghany  river,  to 
Conneaut  lake,  by  way  of  Meadville,  a  distance  of  about  fifty  miles. 
These  improvements  in  the  western  part  of  the  State  ore  chiefly  ini- 
poitant  as  local  works ;  they  have  not  proved  productive  as  invest- 
ments, though  highly  beneficial  to  the  country  traversed. 

The  West  Branch  canal,  extending  from  Northumberland  to  Lock- 
haven,  a  distance  of  seventy-two  miles,  is  a  work  of  much  local  im- 
portance, as  it  traverses  a  region  very  rich  both  in  soil  and  minerals. 

The  above  constitute  the  leading  works  which  belong  to  the  State 
system,  as  it  may  be  termed.  There  are  a  few  other  works  of  minor 
importance,  which  do  not  call  fi)r  particular  notice. 

So  tar  as  their  income  is  concerned,  the  various  works  undertaken 
and  executed  by  tbe  State  have  not  proved  productive,  though  they 
have  been  of  vast  utility,  and  have  exerted  a  great  influence  in  devcl 


Total  main  line. 


Finished  lines . 


S.   Doc.  112. 


813 


|,i;iin^  the  resources  of  the  Stnto.     Tlic  usefulness  of  the  pr(*ni  Centrnl 
l|,';i,.  has  been  sorionsly  impiiirrd  l»y  the  comiMHind  and  incoiivt.tiieiit 
|(hir;ictt'r  of  the  work,  niiide  up  pjirtl^  of  railroad  and  partly  of  canal. 
|fl)i  mountains  ore  overcome  by  inclined  plarjcs,  which  aro  now  rc- 
\m\('i\  ns  incompatible  with  the  profitjdde  opcratioif.of  a  railroad,  and 
Lhii  h  are  to  be  avoided  on  the  route  by  works  now  in  progress.     The 
<|irr  works  described,  not  having  been  carried  out  accortling  to  the 
irigiiinl  plan,  have  failed  to  make  the  connexions  contemplated,  and 
;,iii.sc(iuently  have  not  realized  the  results  predicted.     The  State  of 
Ijvnnsylvania,  however,  possesses  within  herself  elements  which,  pro- 
crlv  developed,  arc  fitted  to  render  her,  probably,  the  first  State  in  the 
[nion  in  population  and  wealth.     This  has,  to  a  great  extent,  been 
Llrcady  effected  by  the  works  described,  which  have  in  this  way  added 
|,)tlie  various  interests  of  the  State  a  value  tenfold  gnjater  than  tlic  cost ; 
Lid  her  people  can  much  better  afford  to  pay  the  immense  sums  which 
ibose  works  have  cost,  than  remain  unprovided  with  such  improve- 
ments, even  with  entire  freedom  from  debt. 

Annexed  is  a  tabular  statement,  showing  the  length  and  cost  of  the 
Irarious  State  works  above  described.  -  ^     , 

• 

\iklar  statement  showing  the  length,  cost,  total  revenue,  and  expcnditure9 
of  the  public  ivorks  of  Pcnnsijlvania  «p  to  January  1,  1862. 


Linei. 


l!(iluinhia  and  Philadelphia  railway . 

mm  (liviHlon  of  canal 

luaiata  diviHion  of  canal 

illt'iihany  Portage  railway 

k'eiteru  division  of  canal 


Total  main  line. 


Mairaro  diviaion  of  canal 

jqueiiaaiia  division  of  canal.. 
^irth  Uraiftrh  division  of  canal . 
mt  liranch  division  of  canal. . 


rench  Creek  division  of  canal. 
leaver  division  of  canal 


Finished  lines . 


pfinished  improvements 

lird  of  Canal  Commissioners.. . . 

I  uf  Appraisers 

tillectorg,  weighmasters,  and  lock- 

(keepers , 

Moratory  surveys 


Total, 


Length, 


UUf. 

83 

43 

130 

36 

105 


396 

60 
39 
73 
72 


640 

45 
25 


710 
314 


1,024 


Cost. 


$4,791,548  91 
1,7:17,236  97 
3,570,016  29 
1,860,752  76 
3,096,522  30 


15,056,077  23 

1,384,606  96 

897, 160  52 

1,598,379  35 

1,832,083  28 


20,768,307  34 

817,779  74 
512, 360  05 


22,096,44713 

7;  712, 531  69 
70,782  67 
17,584  93 


157,731  14 


Bevenuo. 


$7, 483, 395  53 
2,661,008  05 
1,371,948.59 
2,985,769  10 
2,523,979  59 


17,026,100  86 

2.238,694  75 
402,77915 

1,00.%  047  58 
449,05819 


21,119,680  53 

5,819  67 
38, 312  29 


21,163,812  49 


Expenditi)rea. 


$5,105,058  39 

762,98130 

1,760,583  19 

3,161,327  26 

1, 197, 182  83 


11,987,132  97 

1  117,716  70 
554, 835  22 
753,662  17 
738,470  58 


15,151,817  64 

143,91194 
210,360  00 


15,506,089  58 


70,782  66 


30, 057, 077  Ob  I  21, 163, 812  49 


1,348,384  14 


16,925,256  38 


:i| 


1  • 


S.  Doc.  112; 


Private  Works. 


f:x&::. 


Pennsylvania  railroad. — The  object  of  the  Pennsylvania  railroad 
to  provide  a  better  avenue  for  the  trade  between  Philadelphia  and  tb 
interiors-one  more  in  harmony  with  the  works  in  progress  and  operi 
tion  in  other  States  than  the  great  line  already  described.    The  lattL 
is  not  ordy  poorly  adapted  to  its  objects,  but  is  closed  a  considerabU 
portion  ol  tne  year  by  frost.     The  mercantile  classes  of  PhiladelphJ 
nave  long  felt  the  necessity  of  a  work  better  adapted  to  their  wauu 
and  fitted  to  become  a  great  route  of  travel  as  well  as  commerce,  fto 
the  intimate  relation  that  the  one  bears  to  the  other.    It  is  by  this  ii] 
terest  that  the  above  work  was  proposed,  and  by  which  the  mea 
have  been  furnished  for  its  construction.    The  conviction  of  which  \\ 
have  spoken  has  been  instrumental  in  procuring  the  money  for  this  prJ 
ject  as  fast  as  it  could  be  economically  expended.    The  work  has  bee 
pushed  forward  with  extraordinary  energy  from  its  commencemen 
Already  a  great  portion  of  the  line,  has  been  brought  into  operati 
and  the  whole  will  soon  be  completed. 

The  Pennsylvania  railroad  commences  at  Harrisburg  and  extend 
to' Pittsburg,  a  distance  of  250  miles.     The  general  route  of  the  roaj 
is  favoratle,  with  the  exception  of  the  mountain  division.    The  sumn 
is  crossed  at  about  2,200  feet  above  tide-water,  involving  gradients 
95  feet  to  the  mile,  which  are  less  than  those  resorted  to  on  the  Balti 
more  and  Ohio  railroad,  and  not  much  exceeding  those  profitablj 
worked   on  the  Western  railroad  of  Massachusetts.     The  route 
graded,  and  the  structures  are  prepared  for  a  double  track,  which  wil 
be  laid  as  soon  as  possible  after  the  first  shall  be  opened.    The  coi 
of  the  road,  for  a  single  track,  is  estimated  at  $12,500,000,  of  whicj 
$9,750,000  have  been  already  provided  by  stock  subscriptions.    Th 
balance  is  to  be  raised  by  an  issue  of  bonds.     The  road  is  to  be  afirsi 
class  w^ork  in  every  respect,  and  is  constructed  in  a  manner  fitting  th 
gieat  avenue  between  Philadelphia  and  the  western  States. 

As  a  tkrovgh  route,  both  for  trade  and  travel,  there  is  hardly  a  woil 
of  the  kind  in  the  United  States  possessing  greater  advantages,  or  i 
stronger  position.  Its  western  terminus — Pittsburg — ^is  already  a  cii 
of  nearly  100,000  inhabitants,  and  is  rapidly  increasing.  That  cityi 
the  seat  of  a  large  nianufacturing  interest,  and  the  centre  of  a  coil 
siderable  trade ;  and  a  road  connecting  it  with  the  commercial  metropolj 
of  the  State  cannot  fail  to  command  an  immense  and  lucrative  traffid 

The  western  connexions  which  this  road  will  make  at  Pittsburg  ail 
of  the  most  favorable  character.    It  already  hasan  eutlbt  to  Lake  Erl 
through  the  Ohio  and  Pennsylvania  and  the  Cleveland  and  Wellsvill 
roads.    The  foriiier  of  these  is  regarded  as  the  appropriate  extensiq 
of  the  Pennsylvania  line  to  the  central  and  western  portions  of  Ohij 
Thiough  the  Pittsburg  and  Stcubenville  road — a  work  now  in  progresM 
a  connexion  will  be  opened  with  the  SteubenviUe  and  Indiana  raikoa^ 
which  is  in  progress  from  SteubenviUe  to  Columbus.     I'hese  lines,  i 
connexion  with  the  Pennsylvania  road,  will  constnute  one  of  the  shorj 
est  practicable  routes  between  Philadelphia  and  central  Ohio. 
Greenburg,  25  miles  east  of  Pittsburg,  the  Hempfield  railroad  wil 


S.  Doc.  112* 


314 


"'■«i 


a  direct  and  convenient  connexion  with  Wheeling,  vliich  hay 

ady  become  on  important  point  in  the  railroad  system  of  the  cowi- 

At  that  city,  hy  means  of  the  Hempfield  line,  the  Pennsylvania 

I  will  be  connected  with  the  Central  Ohio,  and  with  the  northerq 

Dsion  of  the  Cincinnati  and  Marietta,  roads;  and  through  all  the 

j(ive-Damed  lines  the  former  will  be  brought  into  intimate  and  conye-  ' 

jent  relations  with  every  portion  of  the  western  States. 

I  The  Pennsylvania  road  must  also  become  a  route  for  a  considerable  ' 
don  of  the  travel  between  the  western  States  and  the  more  northeril 
antic  cities.    From  New  York  it  will  constitute  a  shorter  line  to 

Btral  Ohio  tha  n  any  offered  by  her  own  works.    It  will,  for  such 

jjvel,take  Philadelphia  in  its  course — a  matter  of  much  importance' 

[the  business  community. 

[The  route  occupied  by  the  road  is  one  of  the  best  in  the  country  for 
il  traffic— possessing  a  fertile  soil  and  vast  mineral  wealth  in  its 
land  iron  deposites.    From  each  of  these  sources  a  large  business 

gybe  anticipated.  The  whole  road  cannot  fail,  in  time,  to  become 
seat  of  a  great  manufacturing  interest,  for  which  the  coal  and  iron   . 

on  the  route  will  furnish  abundant  materials. 

[The  Pennsylvania  road,  though  only  partially  opened  for  business^ 
j  demonstrated  its  immense  importance  to  the  trade  of  Philadelphia. 

Ivas  the  means  of  securing  to  that  city,  during  the  present  year,  a ' 

i^  large  spring  trade,  which  otherwise  would  have  gone  to  New  York,! 

!  advantages  already  secured  are  but  an  earnest,  it  is  claimed,  of, 

at  the  above  work  will  achieve,  when  fully  completed.    It  is  confi-, 

Btly  expected,  by  its  projectors,  that  the  work  will  be  followed  byt. 

esame  results  to  Philadelphia  that  the  Erie*canal  secured  to  the  city, 

iNew  York.     However  this  may  be,  there  can  be  no  doubt  of  iUk^,. 
oming  the  channel  of  an  extensive  commerce,  and  one  calculated*, 
omote,  in  an  eminent  degree,  the  prosperity  of  the  city  of  Phila-  « 
1,  as  well  as  that  of  the  whole  State. 

|the  next  most  important  work  in  the  State,  and  one  of  greater  local  ^. 
ortance,  is  the  Philadelphia  and  Reading  railroad.     This  work  is  the. 
at  outlet  of  the  Schuylkill  coal-fields  to  tide-water.    On  this  account. 
ears  a  most  intimate  relation  to  most  of  the  great  interests  of  the 
bntry.     Its  length  is  about   90  miles,  and  its  total  cost  about, 
p,00O,OOO.     It  is  one  of  the  most  expensive  and  best-built  roads  in. 
I  United  States.    All  its  grades  are  in  favor  of  the  heavy  traffic. 
irly  2,000,000  tons  of  coal  have  been  transported  over  this  road  the-ii' 
It  year.    There  can  be  no  doubt  that  the  enormous  coal  traffic 
lien  this  road  secures  to  Philadelphia  is  one  of  the  causes  of  the, 
^ordinary  increase  of  that  city  from  1840  to  1850.    This  work,- 
I  not,  till  a  comparatively  recent  period,  proved  a  profitable  one  to^ 
(stockholders;  but  it  is  confidently  expected  that  for  the  future  it^ 
1  yield  a  lucrative  income.  '" 

Uikdelphia,  Wilmington,  and  Baltimore  railroad. — This  work   lieS; 
m  in  the  three  States  of  Pennsylvania,  Delaware,  and  Marylapdt^ 
may  be  appropriately  described  with  the  Pennsylvania  roads,    Its 
bme  is  chiefly  derived  from  its  passenger  traffic.    It  is  one  of  the 
p important  trunks  in  the  great  coast-line  of  railroads  between  the 
land  the  South,  and  would  be  supposed  to  be  one  of  the  best  routes 


■M  ■  % 


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nf  •     5| 

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SiV. 


P 


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di6 


S.  Doc.  112. 


in  the  country  for  a  lucrative  traffic.    Its  length  is  98  miles,  and  it  ha 
cost  something  over  $6,000,000.     It  has  been  an  expensive  work  tJ 
construct  and  maintain,  and  has  not,  consequently,  proved  very  profi 
able  to  stockholders,  though  its  value  in  this  respect  is  rapidly  increa 
ing.    Its  position  is  such  as  to  monopolize  the  travel  between 
termini,  and  between  the  TIbrthern  and  southern  Stales. 

Among  the  other  railroads  in  operation  in  the  State  may  be  namd 
1st,  the  Philadelphia  and  Trenton,  one  of  the  links  of  the  principal  liiJ 
of  road  connecting  Philadelphia  with  New  York,  and,  for  this  reasoj 
an  important  work.    This  is  one  of  the  leading  routes  of  travel  in  th 
country,  and  commands  a  very  profitable  traffic.     2d,  the  Harriinai 
and  Lancaster  road,  which  forms  a  part  of  the  great  line  through  tH 
State.    3d,  the  ^ork  and  Cumberland  road,  which  is  to  form  a  part( 
the  line  through  central  Pennsylvania,  of  which  the  Susquehanna  roai 
is  to  be  an  important  link.    4th,  the  Cumberland  Valley  road,  extendid 
from  Harrisburg  to  Chambersburg.    5th,  the  Lackatcanna  and  Westa 
road,  connecting  the  northern  coal  mines  of  Pennsylvania  with  theNeJ 
York  improvements.     6th,  the  Philadelphia,  Germantown,  and  Norri 
town  roacl,  of  which  it  is  proposed  to  form  the  base  of  a  line  extendin 
from  Norristown  to  the  Delaware  river.     7lh,  the  Franklin  rallroaj 
extending  from  Chambersburg  to  Hagerstown,  Maryland.    8th, 
Northeast.     9th,  the  Franklin  Canal  road,  extending  from  Erie  to 
Ohio  State  line.     These  two  last  form  the  only  existing  link  betwe 
the  railroads  of  the  Mississippi  valley  and  of  the  eastern  States,  i 
will,  from  their  favorable  relations,  command  an  immense  busineJ 
The  Lackawanna  and  \\5est'rn  will  soon  become  a  part  of  anotbj 
through  route  from  western  New  York  to  the  city.    Already  are  roa| 
Either  in  progress  or  in  operation  from  New  York  to  the  Water  Gaj 
The  completion  of  these  will  leave  oijly  about  forty-five  miles  of  nel 
line,  to  open  a  new  and  shorter  route  from  Great  Bend,  on  the  Erf 
road,  to  tne  city  pf  New  York,  than  by  that  line. 
'^    There  are  also  in  the  eastern  part  of  the  State  numerous  coal  roa(^ 
the  most  important  of  which  is  the  Pennsylvania  Coal  Company's  roa 
extending  from  the  Lackawanna  valley,  a  distance  of  something  oM 
forty  miles,  to  the  Delaware  and  Hudson  canal.     With  the  above  ( 
ception,  the  coal  roads  are  short  lines ;  as  they  are  purel}"^  local  worlj 
a  description  of  them  is  not  appropriate  to  this  report. 

There  are  several  very  important  works,  proposed  and  in  progrei 
in  the  State.     Those  in  the  eastern  part  of  it  are :  the  road  from  Non 
town  to  the  Delaware  river,  which  is  to  be  extended  to  the  Water  Ga| 
for  the  purpose  of  forming  a  connexion  with  the  proposed  road  tot 
Lackawanna   valley;  the    Cafa.wissa,    Williamsport,  and   Erie 
which  is  the  virtual  extension  of  the  Reading  road  into  the  Susquehaa 
valley ;  and  a  road  extending  from  Easton,  following  up  the  valley  of  tj 
Lehigh,  to  a  junction  with  the  road  last  named.     The  first  of  these! 
in  progress.     The  Catawissa  road  was  partially  graded  some  ye 
since,  and  efforts  are  now  making  to  secure  its  completion.    The  i 
up  the  valley  of  the  Lehigh  is  regarded  as  the  virtual  extension  oft 
New  Jersey  Central  road  into  the  valley  of  the  Susquehanna,  when 
connexion  will  be  formed  with  the  Sunbury  and  Erie  road ;  thus  op 
ing  a  direct  communication  between  the  latter  and  New  York,i 


S.  Doc.  112. 


817 


r- 1 


lacing  that  city  in  as  favorable  connexions  with  the  proposed  line  to 
^e  Erie  as  Philadelphia. 

An  important  line  ot  road  is  soon  to  bo  commenced,  extending  from 
[arrisburg  up  the  valley  of  the  Susquehanna  tn  Elniira,  in  the  State 
f  jiew  York.  This  work  may  be  regarded  as  a  Bnltiinore  project,  and 
safficiently  described  in  connexion  with  the  Baltimore  and  Susque- 
jDna  railroad. 

In  the  western  part  of  the  State,  the  leading  work  in  progress  is  the 
ffl^hamj  Valley  road,  extending  from  Pittsburg  in  a  generally  north- 
istern  direction  to  Olean,  on  the  New  York  and  Erie  road,  which  is 
e  probable  terminus  of  the  Genesee  Vnlley  and  the  Buflido  and  Olean 
Ji.    The  length  of  the  Alleghany  Valley  rond  will  be  about  one 
iindred  and  eighty  miles.    Jts  gauge  will  probably  correspond  to  that 
/the  New  York  and  Erie  road.    In  connexion  with  this,  it  will  form 
Uery  direct  and  convenient  route  between  the  cities  of  New  York  and 
fitisburg,  and  also  between  the  latter  and  the  cities  of  Albany  and 
,  through  the  Albany  and  Susquehanna  road.    By  the  above 
nes,  the  Alleghany  Valley  road  will  connect  Pittsburg  with  Lakes 
frie  and  Ontario,  ond  with  the  Hudson  river.     The  road  will  tra- 
jerseone  of  the  best  portions  of  Pennsylvania,  possessing  a  fertile 
and  abounding  in  extensive  deposiics  of  coal  and  iron.     The 
fflect  has  the  warm  support  of  Pittsburg,  and  when  the  inducements 
bits  construction  are  considered,  and  the  means  that  can  be  made 
Uicable  to  this  end,  its  early  completion  cannot  be  doubted. 
[Another  road  in  progress  in  western  Pennsylvania  is  the  Hcmpjieldf 
[tending  from  Greensburg,  on  the  Pennsylvania  road,  to  Wheeling, 
[distance  of  about  78  miles.    One  of  the  leading  objects  of  this  road 
Ito  connect  the  great  Pennsylvania  line  with  the  roads  centring  at 
Heeling.    It  derives  its  chief  public  consideration  from  this  fact,  al- 
ough  its  line  traverses  an  excellent  section  of  country,  which  would 
ifkl  a  large  local  traffic.     This  project  is  regarded  with  much  favor 
•the  people  of  Philadelphia,  from  the  supposed  favorable  connexions 
[will  make  with  the  Ohio  Central  and  the  northern  extension  of  Ifee 
ncinnati  and  Marietta  roads.    When  completed,  it  will  undoubtedly 
icome  an  important  avenue  of  trade  and  travel. 
jThe  Pittsburg  and  Stcubcnville  road  resembles  the  Hcmpjield,  both 
jits  objects  and  its  direction.    It  was  pro|X)Scd  as  a  more  direct  route 
Icentral  Ohio  than  that  supplied  by  the   Ohio  and  Pennsylvania  rail- 
y.   One  of  the  leading  motives  for  its  construction  was  to  counteract 
ly influence  that  the  Himjtfield  rond  might  exert  prejudicial  to  the 
jlerests  of  Pittsburg,  by  placing  that  cily  on  one  of  the  shortest  routes 
tween  the  E'lst  and  the  West.    At  Sleubenville,  it  will  connect  with 
I  Steubenville  and  Indiana  road,  now  in  progress  from  that  city  to  Co- 
nbus,  the  capital  of  Ohio. 

[The  proposed  Sunburyand  JSric  railroad  is  intended  to  bcnrthe  same 
alion  to  Philadelphia,  in  reference  to  the  trade  of  Lake  Erie  and  the 
fast,  as  does  the  Erie  railroad  to  New  York.  Its  length  will  be  about 
I  miles.  Active  measures  are  in  progress  to  secure  the  necessary 
&n8  for  this  work,  which  promise  to  be  successful.  The  whole  dis- 
fcce  by  this  route,  from  Philadelphia  to  Lake  Erie,  will  be  about  420 
"eg;  somewhat  less  than  that  from  New  York.  , 


\W. 


f  > 


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'Mi 


[A    "^ 


w- 


tl8 


S.  Doc.  112. 


-t-.--'^" 


There  are  a  number  of  canals  in  the  State,  owned  by  private  con, 
panics,  the  most  important  of  which  are  the  Schuylkill  and  Lehigh  ca 
nals,  which  have  been  constructed  for  the  purpose  of  affording  outlei 
for  the  anthracite  coal-fields  of  that  State.  They  derive  their  chk 
consequence  from  their  connexion  with  the  coal  trade,  although  the 
have  a  large  traffic  in  addition.  These  works,  though  of  great  utilJ 
and  importance,  from  the  relations  they  sustain  to  the  varied  interegq 
of  the  country,  in  supplying  them  with  fuel,  are  of  a  local  character,! 
do  not  form  portions  of  any  extended  routes  of  commerce. 

The  Tidewater  canal  has  been  briefly  alluded  to  in  the  notice  of  tb 
"State  works,"  to  which  it  supplies  a  communication  with  Chesapeak 
bay,  and  with  the  cities  of  Baltimore  and  Philadelphia,  by  a  coniini] 
ous  water-line.  It  is  a  valuable  improvement,  and  forms  the  outlet  foj 
a  large  and  important  section  of  the  State,  and  for  a  portion  of  th 
commerce  passmg  over  the  State  works.  It  is  a  work  of  larp 
capacity,  and  is  in  possession  of  an  extensive  trade.  It  is  also  a  cba 
nel  through  which  a  large  quantity  of  coal  is  sent  to  irarket. 


i9-, 


DELAWARE. 


Population  in  1830, 76,748 ;  in  1840, 78,085 ;  in  1850,  91,532.  Arcl 
in  square  miles,  2,120  ;  inhabitants  to  square  mile,  43.17. 

The  only  road  lying  entirely  in  this  State  is  the  Newcdstle  and  Frmi 
town,  connecting  the  Delaware  with  Chesapeake  bay,  by  a  line  of  l| 
miles.  This  road  was  once  of  considerable  importance,  as  it  formed  f 
part  of  the  route  of  travel  between  the  East  and  the  West,  which 
since  been  superseded  by  the  Philadelphia,  Wilmington,  and  Baltj 
more  railroad.  It  may  now  be  regarded  only  as  a  work  of 
consequence. 

Chesapeake  and  Delaware  canal.- — The  only  improvement  of  any  co 
siderable  importance  in  Delaware  is  the  Chesapeake  and  Delawai 
cijfetl,  connecting  the  above-named  bays.  This  work  is  13  J  miles  lonji 
mi  feet  wide,  10  feet  deep,  with  two  lift  and  two  tide  locks.  It  cost  ned 
$3,000,000.  A  very  considerable  portion  of  its  cost  was  furnished  1 
the  general  government,  in  donations  of  land.  The  work  bears] 
similar  relation  to  the  commerce  of  the  country  with  the  llaritan  cm 
and  makes  up  a  part  of  the  same  system  of  internal  water-navigatioi 
It  is  also  the  channel  of  a  large  trade  between  Chesapeake  bay  i 
Philadelphia  and  New  York. 

The  Philadelphia,  Wilmington  and  Baltimore  railroad  lies  partly  witlii 
the  State  of  Delaware,  and  has  been  sufficiently  described  under  " 
head  of "  Pennsylvania.'*  '     • 

MARYLAND. 

Population  in  1830,  447,040;  in  1840,470,019;  in  1850,683,09 
Area  in  square  miles,  9,356 ;  inhabitants  to  square  mile,  62.3L 

Influenced  by  similar  objects  to  those  which  actuated  the  people  i 
Philadelphia,  New  York,  Boston,  and  the  eastern  States,  ii\||heu:  immea 
expenditures  for  works  that  facilitate  transportation,  the  people  of  Mar 


S.  f>oc.  112. 


81 


# 


,:| 


i,at  an  early  {)eriocl,  commenced  two  very  important  ^^^orks,  the 
l^lidt/neff^e  and  Ohio  canal  and  the  Baltimore  and  Ohio  railroad^  for 
.purpose  of  attracting  the  trade  of  the  interior,  and  of  placing  thcm- 
»e8  on  the  routes  of  commerce  between  the  two  grand  divisions  of 
.country.  By  the  deep  indentation  made  by  the  Chesapeake  bay, 
navigable  tide-waters  are  brought  into  nearest  proximity  to  the 
^isissippi  Valley  in  the  States  of  Maryland  and  Virginia,  'lo  this  is 
(be  ascribed  the  fact,  that  before  the  use  of  railroads,  the  principal 
ifltes  of  travel  between  the  East  and  the  West  were  trom  the  waters 
[that  bay  to  the  Ohio  river.  The  great  National  road,  established 
I  constructed  by  the  general  government,  commenced  at  the  Poto- 
c  river,  in  Marj'land,  and  its  direction  was  made  to  conform  to  the 
Himient  route  of  travel  at  that  time. 

No  sooner  had  experience  demonstrated  the  superiority  of  rail- 
eds  to  ordinary  roads,  than  the  people  of  Baltimore  assumed  the 
aptation  of  them  to  their  routes  of  communication,  and  immediately 
mmenced  the  construction  of  that  great  work,  the  Baltimore  and  Ohio 
iBiroad,  which,  after  a  struggle  of  twenty-Jive  ijears,  is  now  on  the  eve 
If  completion. 

This  road  was  commenced  in  1828,  and  was  one  of  the  first  roads 
uught  into  use  in  the  United  States.  At  the  early  period  in  which  it 
commenced,  the  difficulties  in  the  way  of  construction  were  not 
Ueciated.  These  obstructions,  now  happily  overcome,  for  a  long 
he  proved  too  formidable  to  be  surmounted  by  the  engineering  skill 
|i(l  ability,  the  experience  in  railroad  construction,  and  the  limited 
nount  of  capital  which  then  existed  in  the  country.  Though  for  a 
;  time  foiled,  its  friends  were  by  no  means  disheartened,  but  rose 
I  renewed  vigor  and  resolution  from  every  defeat,  until  the  experi- 
ficeol*  successive  efforts  pointed  out  the  true  pathway  to  success. 
J  The  Bahimore  and  Ohio  railroad  extends  from  Baltimore  to  Wheel- 
Ig,  on  the  Ohio  river,  a  distance  of  379  miles.  Its  estimated  cost  is 
■7,893,106.  It  crosses  the  Alleghany  mountains  at  an  elevation  of 
1620  feet  above  tide-water,  and  2,028  feet  above  low  water  in  the 
bio  river,  at  Wheeling.  In  ascending  the  mountains  from  the  east, 
pes  of  116  feet  to  the  mile  are  encountered  on  one  plane,  for  about 
Been  miles,  and  for  about  nine  miles  in  an  opposite  direction.  Grades 
[over  100  feet  to  the  mile,  for  over  ten  miles,  are  met  with  on  other 
tions  of  the  line.  These  grades,  which  only  a  few  years  since  were 
arded  as  entirely  beyond  the  ability  of  the  locomotive  engine  to 
[rond,  are  now  worked  at  nearly  the  ordinary  speed  of  trains,  and 
e  found  to  offer  no  serious  obstacle  to  a  profitable  traffic.  Occurring 
ar  tt»  each  other,  they  are  arranged  in  the  most  convenient  manner 
r  their  economical  working,  by  assistant  power.  With  the  above 
Iception,  the  grades  on  this  road  will  not  compare  unfavorably  with 
pe  on  similar  works. 

iThe  road  is  now  opened  to  a  point  about  300  miles  from  Baltimore, 
il  will  be  completed  on  or  before  the  first  day  of  January  next. 
|Whatever  douot  may  have  existed  among  the  engineering  profes-^ 
n,  or  the  public,  as  to  the  ability  of  this  road,  with  such  physical 
ficuliiea  in  the  way\.  to  carry  on  a  profitable  traffic,  they  have  been 
noTOd  by  its  successful  operation.     That  grades  of  116  feet  to 


imt 


% 


■•J    • 


820 


S.  Doc.  112. 


m-' 


m.' 


the  mile,  for  many  miles,  had  to  be  resorted  to,  is  full  proof  of  the  majJ 
nitude  of  the  obstacles  encountered.    Its  success  in  the  face  of  aj 
these,  of  a  faulty  mode  of  construction  in  the  outset,  and  of  great  Snao 
cial  embarrassment,  reflects  the  very  highest  credit  upon  the  companvJ 
and  upon  the  people  of  Baltimore. 

As  oefore  stated,  the  first  route  of  travel  between  the  East  and  tb 
West,  was  between  the  waters  of  the  Chesajjeake  and  the  Ohio.    TL 
opening  of  the  Erie  canal,  and,  subsequently,  of  the  railroads  betweel 
the  Hudson  river  and  Lake  Erie,  diverted  this  travel  to  this  morenorthl 
em  and  circuitous,  but  more  convenient  route.    This  diversion  seriousK 
affected  the  business  of  Baltimore,  and  materially  lessened  the  revenuei 
of  the  Baltimore  and  Ohio  railroad,  since  its  opening  to  Cumberlan(l] 
All  this  lost  ground  the  people  of  Baltimore  expect  to  regain;  and  wiJ 
it,  to  draw  to  themselves  a  large  trade  now  accustomed  to  pass  to  tb] 
more  northern  cities.    Assuming  the  cost  of  transportation  on  a  railroa 
to  be  measured  by  lineal  distance,  Baltimore  certainly  occupies  a  ven 
favorable  position  in  reference  to  western  trade.    To  Cincinnati,  tb 
great  city  of  the  West,  and  the  commercial  depot  of  southern  Ohioi 
the  shortest  route  from  all  the  great  northern  cities  will  probably  I 
by  way  of  Baltimore,  and  over  the  Baltimore  and  Ohio  railroad.   TJ 
strengthen  her  position  still  farther,  the  people  of  this  city  have  alreadJ 
commenced  the  construction  of  the  Northwestern  railroad,  extending  fmnj 
the  southwestern  angle  of  the  Baltimore  and  Ohio  railroad  to  Parken 
burg,  on  the  Ohio  river,  in  a  direct  line  towards  Cincinnati.    The  diJ 
tance  from  Baltimore  to  Parkersburg,  by  this  route,  will  be  about  39| 
miles,   and  about  580  to  Cincinnati,  by  the  railroads  in  progrei 
through  southern  Ohio. 

From  Wheeling  the  main  trunk  will  be  carried  to  the  lakes  by  tb 
Clereland  and  Wellscille  roilxodiA,  now  completed  to  Wellsville,  lOOmileJ 
and  in  progress  from  Wellsville  to  Wheeling,  36  miles;  and  througl 
central  Ohio  to  Columbus,  by  the  Central  Ohio  railroad,  now  in  open 
tion  from  that  place  to  Zanesville,  a  distance  of  about  60  miles,  and  i 
progress  east  to  Wheeling,  about  82  miles.  When  the  Ohio,  therefon 
IS  reached,  Baltimore  will  be  brought  into  immediate  connexion  witj 
all  the  avenues  of  trade  and  travel  in  the  West,  and  will  be  in  a  stroni 
position  to  contend  for  the  great  prize — the  interior  commerce  of  i 
countrj'. 

The  local  traffic  of  this  road  assumes  a  great  importance  from  tlij 
immense  coal  trade  which  must  pnss  over  it  from  the  extensiw 
mines  situated  near  Cumberland.  The  superior  quality  of  this  coi 
will  always  secure  for  it  a  ready  market,  and  there  can  be  no  doulf 
that  the  demand  will  always  be  equal  to  the  capacity  of  the  roai 
Already  has  this  trade  been  a  source  of  lucrative  traffic,  and  contribute! 
not  a  little  to  the  success  of  the  road  before  the  western  connexion 
upon  which  complete  success  was  predicated,  could  be  formed.  BJ 
for  this  traffic  tne  credit  of  the  company  could  have  hardly  be 
maintained,  at  a  poittt  necessaiy  to  secure  the  requisite  means  for  il 
prosecution  to  the  Ohio  river. 

Baltimore  and  Susquehanna  railroad  and  its  connexions. — The  nei 
great  line  of  public  improvement  in  Maryland  is  the  Baltimore  ai 
Susquehanna  railroad^  by  wliich  that  city  secures  a  conouuunicati 


\m.^ 


S.  Dog.  112. 


^1 


»! 


with  the  country  lying  to  the  northwest,  and  with  the  public  works  oif 
the  State  of  Pennsylvania,  as  she  will  ultimately  with  those  of  New 
York.    As  far  as  distance  is  concenied,  the  city  of  Baltimore  occupies 
Lg  favorable  a  position  in  reference  to  the  public  works  of  Pennsyl- 
vania, and  the  various  lines  of  improvement  connecting  with  them,  as 
Noes  the  city  of  Philadelphia;  the  former  being  only  82  miles  from 
Harrisburg,  while  the  latter  is  107  miles.     Such  being  the  fact,  Balti- 
more is  making  the  most  vigorous  efforts  to  perfect  and  extend  the 
works  by  which  these  important  communications  are  maintained.    She 
is  especially  occupied  in  pushing  a  line  up  the  Susquehanna  river,  with 
I  g  view  to  its  extension  to  Elmira,  the  most  considerable  town  on  the 
Erie  railroad  between  Lake  Erie  and  the  Hudson.    This  town  is  also 
Iconnected  with  all  the  railroads  running  through  central  New  York, 
Uith  Lakes  Erie  and  Ontario  at  various  points,  and  by  a  water-line 
■with  the  Erie  canal.    By  reaching  this  point,  the  Baltimore  lines  of 
limprovement  will  be  brought  into  direct  connexion  with  the  New  York 
[jystem  of  public  works,  which  have  thus  far  monopolized  the  interior 
Itrade  of  the  country.     To  divert  this  trade  from  its  accustomed  chan- 
Inels,  and  to  turn  a  portion  of  it  at  least  to  Baltimore,  is  one  great  object 
Itbat  induces  her  to  lend  her  aid  to  the  Susquehanna  road  in  Pennsyl- 
Ivania,  through  which  this  object  is  to  be  effected. 
I  The  trunk  of  this  great  line  is  the  Baltimore  and  Swtquehanna  railroad, 
[which  extends  from  Baltimore  to  York,  Pennsylvania,  a  distance  of  66 
miles.    In  its  original  construction  it  received  important  aid  from  the 
State.    It  has  not  been  a  successful  work,  in  a  pecuniary  point  of  view, 
Uing  to  a  faulty  mode  of  construction  and  to  tne  want  ot  suitable  con- 
nexions on  the  north.    But  these  drawbacks  to  its  success  have  been 
emoved,  and  its  business  prospects  are  now  rapidly  improving.    From 
Fork  it  is  carried  forward  to  Harrisburg,  by  means  of  the  York  and 
Cumberland  road.    Beyond  this  point  no  railroad  has  been  constnicted 
lap  the  Susquehanna  valley.     It  is  .he  constructi(»i  of  this  link  that  is 
ccupying  the  especial  attention  of  the  city  of  Baltimore,  and  toward 
rhicli,  in  addition  to  private  subscriptions,  she  has  extended  aid  in 
ler  corporate  capacity  to  the  amount  of  $500,000.     The  distance  from 
Jarrisburg  to  Sunbury,  the   route  occupied  by  the    Susquehanna 
ompany,  is  about  50  miles.    From  Williarasport  to  Elmira  the  dis- 
nce  is  about  75  miles.    A  portion  of  this  last-named  link  is  in  opera- 
ton;  and  should  the  road  from  Williamsport  to  Ralston  be  adopted,  as 
I  part  of  the  through  route,  it  will  require  only  the  construction  of  some 
feO  miles  to  complete  the  last-named  link.     Vigorous  measures  are  in 
brogress  for  the  commencement  of  operations  upon  the  unfinished  por- 
lion  of  the  above  line,  and  the  whole  will  be  completed,  as  soon  as 
Biis  can  be  done,  by  a  prudent  outlay  of  the  means  that  can  be  made 
Applicable  to  the  work. 
When  the  works  in  which  the  city  of  Baltimore  is  now  engaged  shall 
e  completed,  she  will  occupy  a  favorable  position,  as  far  as  her  jrrox- 
nity  to  the  great  interior  centres  of  commerce  is  concerned.     She  will 
[irobably  be  on  the  shortest  route  between  the  great  northern  cities  and 
Cincinnati — she  will  be  nearer  to  Bufialo  than  even  New  York  or  Bos- 
|)n.   She  expects  to  realize  in  results  the  strength  of  her  position  in  the 
bstract.    Assuming  cost  of  transportation  to  be  measured  by  lineal 
22 


w 


;«     II 


I'    I 


,i 


»^ 


S.  Doc.  113. 


ai 


I 


?i" 


If  '   ti 


■  I 


distance,  how  far  the  result  will  justify  her  expectations  remains  to  be 
seen  ;  at  all  events,  she  is  certain  to  be  amply  repaid  for  all  her  efforts,! 
by  the  local  traffic  of  the  country  traversed  by  tier  lines  of  railroads  I 
which  will  increase  largely  her  present  trade,  by  developing  the  reJ 
sources  of  the  section  of  country  legitimately  belonging  to  her.  I 

The  next  most  important  line  of  road  in  Maryland  is  the  ^a«AtAetoi, 
iranch  of  the  Baltimore  and  Ohio  railroad.  This  forms  a  partorthel 
great  coast  line,  extending  from  the  eastern  boundary  of  Maine  to  Wil.| 
mington,  North  Carolina.  Its  traffic  is  chiefly  derived  from  passengergj 
It  is,  besides,  situated  too  near  the  navigable  waters  of  the  Chesapeake  I 
to  command  much  more  than  local  freight.  As  a  connecting  link  in  the! 
great  national  line  referred  to,  it  occupies  a  position  that  must  always  I 
secure  to  it  a  profitable  traffic.  I 

Chetaj^eake  and  Ohio  canal. — This  great  work  was  projected  with  a  I 
view  to  Its  extension  to  the  Ohio  river  at  Pittsburg.  The  original  route  I 
extended  from  Alexandria,  up  the  Potomac  river,  to  the  mouth  ofl 
Wills  creek,  thence  by  the  Youghiogen}'  and  Monongahela  rivers  tol 
Pittsburg.  Its  proposed  length  was  341  miles.  It  was  commenced  in  I 
1828,  but  it  was  only  in  the  past  year  that  it  was  opened  for  business! 
to  Cumberland,  191  miles.  Towards  the  original  stock  $l,000,OOo| 
was  subscribed  by  the  United  States,  $1,000,000  by  the  city  ofl 
Washington,  $250,000  by  Georgetown,  $250,000  by  Alexandria,  and  f 
$6,000,000  by  the  State  of  Maryland. 

From  the  difficulties  in  the  way  of  construction,  the  idea  of  extend- 
ing the  canal  beyond  Cumberland  has  long  since  been  abandoned;  and! 
though  when  originally  projected,  it  was  regarded  as  a  work  of  national 
importance,  it  must  now  be  ranked  as  a  local  work,  save  so  far  asit| 
may  be  used  in  connexion  with  the  Baltimore  and  Ohio  railroad,  as  a 

Eortion  of  a  through  route  to  the  Ohio.    In  this  manner  it  bids  fair  to| 
ecome  a  route  of  much  general  importance.    As  a  very  large  coal! 
trade  must  always  pass  through  this  canal,  the  boats  will  take  return  I 
freights  at  very  low  rates,  in  preference  to  returning  light.    It  is  pro- 
posed to  form  a  line  of  steam  propellers  from  New  York  to  Balti- 
more, for  the  transportation  of  coal;  and  it  is  claimed  that  the  very | 
low  rates  at  which  freights  between  New  York  and  Cumberland  can 
be  placed  by  such  a  combination,  will  cause  the  canal,  in  connexion! 
witn  the  Baltimore  and  Ohio  railroad,  to  become  a  leading  route  be- 1 
tween  New  York  and  the  West. 

The  canal  is  a  work  of  gieat  capacity,  having  six  feet  draught  ofl 
water,  and  allowing  the  passage  of  boats  of  150  tons  burden.  Asitf 
commands  the  whole  water  of  the  Potomac  river,  it  will  always  be! 
abundantly  supplied  with  water. 

This  canal  has  encountered  so  many  discouraging  reverses  as  tol 
cause  a  general  distrust  as  to  its  ultimate  success.  It  is  believed,  how- 
ever, that  it  will  not  only  become  very  important  as  a  carrier  of  thai 
celebrated  Cumberland  coal,  but  that  it  will,  in  time,  work  itself,  in  I 
connexion  with  the  railroad,  into  a  large  through-business  between  tbej 
eastern  and  the  western  States,  in  the  manner  stated. 


i!  Sf.     \ 


T'  '■  ;;*.  r< 


•>:if  i..v  ;:■  -    -   ■■    •-■■'   i- -  :v^':i   ':•'-':    -    .    ".■<*'    ,■%.■      .'  •>.   ^'^-"    '     :'• -^>^:^'r^.■ 
!  t    -    -s  -  ■■--,■  .  ,  .    ■  .  .  -  ^      ■•"    -_ 


S.  Doc.  112. 

YiRomu. 


388 


Population  in  1830, 1 ,211,405 ;  in  1840, 1,239,797 ;  in  1850, 1,421,661. 
j^in  square  miles,  61,352;  inhabitants  to  square  mile,  23.17. 

The  State  of  Virginia  is  the  birth-place  of  the  idea  of  constructing 
an  artificial  line  for  the  accommodation  of  commerce  and  travel  be- 
tween the  navigable  rivers  of  the  interior  and  tide-water.  It  is  now 
nearly  one  hundred  years  since  a  definite  plan  for  a  canal  from  the 
tide-waters  of  Virginia  to  the  Ohio  was  presented  by  Washington  to 
the  House  of  Burgesses  of  Virginia,  and  ever  since  that  time  the  reali- 
zation of  this  project  has  been  the  cherished  idea  of  the  State. 

The  central  position  of  Virginia,  her  unsurpassed  commercial  ad- 
vantages, afTorded  by  the  deep  indentations  of  her  numerous  bays  and 
rivers,  and  the  near  approach  toward  each  other,  in  her  own  territory, 
of  the  Ohio  and  the  navigable  waters  of  the  Chesapeake,  all  pointed 
out  this  State  as  the  appropriate  ^ound  for  a  connexion  between  the 
two.  To  the  apparent  facility  with  which  this  could  be  formed,  and  to 
the  advantages  anticipated  from  it,  is  to  be  attributed  the  hold  which 
this  project  has  always  maintained  upon  the  public  mind  of  the  State. 

James  River  and  Kanawha  canal. — The  great  work  by  which  this 
connexion  has  been  sought  to  be  accomplished  is  the  James  River  and 
Kamwha  canal,  to  extend  from  Richmond  to  the  navigable  waters  of 
the  Great  Kanawha,  at  the  mouth  of  the  Greenbrier  river,  a  distance 
of  about  310  miles.  This  work  is  now  completed  to  Buchanan,  in  the 
valley  of  Virginia,  a  distance  of  196  miles,  and  is  in  progress  to  Cov- 
ington, a  town  situated  at  the  base  of  the  ^reat  Alleghany  ridge,  about 
I  thirty  miles  farther.  It  was  commenced  in  1834,  and  has  cost,  up  to 
the  present  time,  the  sum  of  $10,714,306.  The  extension  of  this  water 
line  to  the  Ohio  is  still  considered  a  problem  by  many,  though  its 
friends  cherish  the  original  plan  with  unfaltering  zeal,  l^he  work  thus 
far  has  scarcely  realized  public  expectation,  from  the  difficulties  en- 
countered, which  have  proved  far  greater  than  were  anticipated  in  the 
outset,  and  have  materially  delayed  the  progress  of  the  work.  The 
canal  follows  immediately  on  the  bank  of  the  river,  which  has  a  rapid 
descent,  and,  after  entering  the  Alleghany  ranges,  assumes  many  of  the 
characteristics  of  a  mountain  stivam.  This  fact  has  compelled  the 
construction  of  numerous  and  costly  works,  such  as  dams,  culverts, 
and  bridges,  and  subjects  the  canal  to  all  the  dangers  of  sudden  and 
high  floods,  from  which  it  has  at  several  times  suflfered  severe  losses. 
But,  so  far  as  the  canal  has  been  carried,  all  obstacles  have  been  sur- 
I  mounted.  The  various  works  upon  it  have  now  acquired  a  solidity 
that  promises  to  resist  all  the  trials  to  which  they  may  hereafter  be 
subjected.  The  crossing  of  the  crest  of  the  AUeghanies,  the  most  diffi- 
cult portion  of  the  whole  line,  has  not  been  commenced.  The  summit 
at  the  most  favorable  point  of  crossing  is  1,916  feet  above  tide-water, 
or  1,352  feet  above  the  highest  point  upon  the  Erie  canal,  which  is  at 
the  lake  at  Buffiilo.  Elaborate  surveys  and  calculations  have  been 
made  for  the  purpose  of  determining  whether  a  sufficient  quantity  of 
water  can  be  obtained  for  a  supply  at  the  summit^  and  the  result  seems 
to  favor  an  affirmative  opinion. 

Could  this  canal  be  carried  into  the  Ohio  valley,  with  a  sufficient 


a 


:.l 


IV 


'; 


,1 


M: 


t.* 


f'j  -  ,] 


m ' 


824 


S.  Doc.  112. 


supply  of  water,  there  can  be  no  doubt  it  would  become  a  route  of 
an  immense  commerce.  It  would  strike  the  Ohio  at  a  very  favorable 
point  for  through  business.  It  would  have  this  great  advantage  over 
the  more  northern  works  of  a  similar  kind,  that  it  would  be  navigable 
during  the  winter  as  well  as  the  summer.  The  route,  ailer  crosg. 
ing  the  Alleghany  mountains,  is  vastly  rich  in  coal  and  iron,  as  well 
as  in  a  very  productive  soil.  Nothing  seems  to  be  wanting  to  the 
triumphant  success  of  the  work  but  a  continuous  water  line  to  the 
Ohio.  Until  this  is  accomplished,  the  canal  must  depend  entirely  upon 
its  local  business  for  support.    Its  eventual  success  as  a  paying  enter- 

Erise  was  predicated  upon  such  accomplishment.  Though  of  gt^u^ 
eneiit  to  the  contiguous  courttry  and  to  the  city  of  Richmond,  it  does 
not  promise  in  its  present  condition  tu  be  profitable  to  the  stock* 
holders. 

Railroads  in  Virginia. 

Central  railroad. — The  object  which  led  to  the  conception  of  the 
James  river  and  Kanawha  canal  is  now  the  ruling  motive  in  the  con- 
struction of  the  two  leading  railroad  projects  of  this  State,  viz:  the  FtV* 
ginia  Central  and  the  Virginia  and  Tennessee  railroads.  While  the  I 
canal  is  still  the  favorite  project  with  an  influential  portion  of  her  citi- 
zens, it  cannot  be  denied  that,  sympathizing  with  the  popular  feeling 
in  favor  of  railroads,  which  have  in  many  cases  superseded  canals  as  I 
means  of  transportation,  and  which  are  adapted  to  more  varied  uses 
and  better  reflect  the  character  and  spirit  of  the  times,  a  large  majority 
of  the  people  of  the  State  deem  it  more  advisable  to  open  the  proposed 
western  connexions  by  means  of  railroads  than  by  a  farther  extension 
of  the  canal. 

The  line  of  the  Central  road,  after  making  a  somewhat  extended  de- 
tour to  the  north  upon  leaving  Richmond,  takes  a  generally  western 
course,  passing  through  the  towns  of  Gordonsville  and  Cbarlottesville, 
and  enters  the  valley  of  Virginia  near  Staunton.    At  Gordonsville  it  | 
connects  with  the  Orange  and  Alexandria  railroad,  thus  giving  the  for- 
mer an  outlet  to  the  Potomac.     This  road  is  now  nearly  completed  to  I 
Staunton,  with  the  exception  of  the  Blue  Ridse  tunnel,  which  is  a  for- 
midable work  about  one  mile  in  length,  and  is  m  process  of  construction 
by  funds  furnished  by  the  State.  From  Staunton  tne  line  has  been  placed 
under  contract  to  Builalo  Gap,  a  distance  of  thirty-five  miles.    For  the  I 
whole  line  up  to  this  point,  ample  means  are  provided. 

The  whole  length  of  the  road,  from  Richmond  to  the  navigable  wa- 
ters of  the  Kanawha,  will  be  about  two  hundred  and  eighty-six  miles.! 
The  means  for  its  construction  have  thus  far  been  furnished  by  stock 
ssubscriptions  on  the  part  of  the  State  and  individuals,  in  the  proportion 
*of  three-fifths  by  the  former  to  two-fifths  by  the  latter.    No  doubt  is 
.entertained  of  its  extension  over  the  mountains,  at  a  comparatively  early 
fperiod.    The  State  is  committed  to  the  work,  and  has  too  much  in-l 
.volved,  both  in  the  amount  already  expended  and  in  the  results  atj 
4take,>to  allow  it  to  pause  at  this  late  hour.    The  opinion  is  now  confi- 
dently.  expressed  by  well-informed  persons  that  some  definite  plan  will  I 


fU 


S.  Doc.  112. 


885 


|,e  adopted  for  the  immediate  construction  of  the  remaining  link  of  this 
great  line. 

By  extending  this  line  to  Guyandottc  a  junction  will  be  formed  with 
(he  roads  now  m  progress  in  Kentucky,  anil  aiming  at  that  point  for  an 
eastern  outlet.  It  is  also  proposed  to  carry  a  branch  down  fh**  Kana- 
wha to  its  mouth,  nearly  opposite  to  Gallipolis,  to  connect  with  a  road 
proposed  frqm  that  point  to  mtersect  with  the  HUUboro  and  CiMinnati 
snd  the  Cincinnati  and  Marietta  railroads. 

Virginia  and  Tenneasce  railroad, — The  leading  object  in  the  construc- 
tion ol  the  above  road  is  to  form  a  part  of  a  great  route  connecting  the 
North  and  the  South,  by  a  road  running  diagonally  through  the  United 
States.  This  line,  commencing  in  the  eastern  part  of  the  State  of 
Maine,  follows  the  general  inclination  of  the  coast,  and  passes  through 
our  most  important  eastern  cities,  as  far  south  as  Washington.  After' 
reaching  this  point,  it  still  pursues  the  same  general  direction,  and  passing 
through  Charlottesville  and  Lynchburg,  in  central  Virginia,  and  soon  after 
leaving  the  latter  place,  enters  the  lofty  ranges  of  the  Alleghany  mount- 
ains, which  it  traverses  for  hundreds  of  miles,  till  they  subside  into  the 
plains  circling  the  Gulf  of  Mexico.  The  northern  portion  of  this  great 
line  is  in  operation  from  Waterville,  Maine,  to  Charlottesville,  Virginia,  a 
distance  of  nearly  800  miles.  Parts  of  the  southern  division  are  completed, 
and  the  whole,  with  the  exception  of  the  short  link  from  Charlottesville 
to  Lynchburg,  is  in  active  progress.  Of  the  central  links,  the  Virginia 
ad  Tennessee  is  the  longest,  and  in  this  point  of  view  the  most  import- 
ant It  extends  from  Lynchburg  to  the  State  line  of  Tennessee,  a  dis- 
tance of  205  miles.  About  60  miles  of  this  road  are  completed,  and 
the  whole  line  is  under  contract  for  completion  during  the  year  1854. 
The  means  for  its  construction  are  furnished  Jointly  by  the  State  and 
individual  subscriptions,  in  the  proportion  of  three  parts  by  the  former 
to  two  by  the  latter.  When  completed,  this  road  will  form  a  conspic- 
uous link  in  one  of  the  most  magnificent  lines  of  railroad  in  the  world, 
both  as  regards  its  length  and  importance. 

The  prospects  of  the  local  business  of  the  above  road  are  favorable. 
It  traverses  a  fertile  portion  of  Virginia,  abounding,  moreover,  in  most 
I  of  the  valuable  minerals,  such  as  iron,  coal,  lead,  salt,  etc.  At  present, 
there  is  no  more  secluded  jxirtion  of  the  eastern  or  middle  States  than 
the  country  to  be  traversed  by  the  above  road ;  all  its  great  resources 
remain  undeveloped,  from  the  cost  of  transportation  to  a  market. 
When  this  road  shall  be  opened,  no  section  will  display  more  progress, 
nor  furnish,  according  to  its  population,  a  larger  traffic. 

The  friends  of  this  project  propose  also  to  make  a  portion  of  its  line 
I  the  trunk  of  a  new  route,  from  the  navigable  waters  of  the  Ohio  to 
those  of  the  Chesapeake.  At  a  distance  of  about  75  miles  from  Lynch- 
burg, the  Virginia  and  Tennessee  road  strikes  the  great  Kanawha  near 
Christiansburg.  From  this  point  to  the  navigable  waters  of  the  river 
the  distance  is  only  86  miles.  As  the  Virginia  and  Tennessee  road  is 
to  be  connected  by  railroad  with  both  Rii;hmond  and  Petersburg,  the 
short  link  described  will  alone  be  wanting  to  constitute  a  new  outlet  for 
western  produce  to  tide-water.  That  this  link  must  be  supplied  at  no 
distant  day,  can  hardly  admit  of  a  doubt.  Should  the  State  extend  aid 
to  it,  as  well  as  to  the  Central  line,  both  may  be  opened  simultaneously. 


) 


•  i ,- 


!■    y' 


\  i 


lU  i        i 


S.  Doc.  113. 

There  are  numprmis  other  important  lincg  of  railroad  in  Virginia, 
among  which  may  Ix;  nnmcd  the  hnc  running  through  the  State  from 
north  to  south,  made  up  of  the  Richmond,  Frederuhtmrg  and  Potomac, 
Richmtmd  and  Petcrtlnirg,  und  Peterthurg  and  Wddon  rofula ;  the  5ovU 
Side,  the  Richmond  and  Danville,  the  Seaboard  and  Ibxmokc,  the  Orann 
and  Alexandria,  and  the  Mantiuea  Gap  railroads. 

The  first-named  line  forms  the  great  route  of  travel  through  the  State 
from  north  to  south.  Its  revenues  are  chiefly  derived  from  passenger 
tniflic;  its  direction  not  being  favorable  to  a  large  freight  business. 
The  whole  line  is  well  mnna^ed  and  protluctive,  and  is  daily  iinprov. 
inff  in  valws  from  the  extension  of  both  extremes  of  the  great  system 
of  which  this  h  the  connecting  link. 

The  South  Side  and  the  nichmond  and  Danville  roads  are  works 
of  importance,  from  the  extent  of  their  lines,  the  connexions  they  form, 
and  tneir  prospective  business.  Starting  from  two,  the  most  consider- 
able, towns  in  eastern  Virginia,  situated  at  the  head  of  navigatiun 
on  two  imjiortant  rivers,  they  cross  each  other  diagonally  about  mid- 
way between  their  respective  termini,  thus  giving  a  choice  of  markets 
to  the  country  traversed  by  either.  The  former  constitutes  the  exten- 
sion eastward  of  the  Virginia  and  Tennessee  line,  and  opens  an  oudet 
for  that  work  to  Richmond  and  Petersburg.  The  latter  will  aJso 
secure  to  the  same  cities  the  trade  of  important  portions  of  southern 
Virginia  und  North  Carolina,  and  will  undoubtedly  be  extended  event- 
ually into  the  latter  State,  and  form  a  junction  with  the  North  Carolina 
niilroad,  at  or  nenr  Greensboro,  forming,  in  connexion  with  the  North 
Carolina  and  Charlotte  and  South  Carolina  railroads  a  new  and  inde- 
pendent interior  route  between  Richmond  and  Petersburg  and  the 
southern  States. 

The  Seaboard  and  iJoonoAre  railroad  is  also  aline  of  much  consequence, 
and  may  eventually  become  a  work  of  great  importance,  depending, 
however,  upon  the  future  progress  of  Norfolk,  its  eastern  terminus, 
The  excellence  of  the  harbor  of  Nortidk  has  led  to  great  expectations 
in  reference  to  the  future  growth  of  that  city.  Its  position  has  been 
compared  with  that  of  New  York,  and  it  bears  a  relation  to  the  Chesa- 
peake bay,  and  the  rivers  entering  it,  similar  to  that  of  the  former  to 
the  Hudson  river  and  Long  Island  Sound.  No  portion  of  the  country 
possesses  greater  commercial  capabilities  than  eastern  Virginia,  and 
It  would  seem  that  the  numerous  rivers  by  which  it  is  watered  would 
develop  a  trade  sufficient  to  build  up  a  large  commercial  town.  Such 
has  not  been  the  result,  however  inexplicaiile  the  cause. 

The  great  seats  of  commerce  lie  farther  north,  and  the  seaports 
of  Virginia,  instead  of  being  depots  from  which  are  distributed  to  the 
consumers  the  products  of  the  Stale,  are  merely  points  en  route  to  the 
great  northern  markets.  Her  people  being  devoted  chiefly  to  agricul- 
ture, no  large  towns  have  grown  up  within  her  territory.  Should,  in 
lime,  a  greater  diversity  of  pursuits  secure  the  consumption,  by  her 
own  people,  of  the  surplus  products  of  her  soil,  Norfolk  could  not 
fail  to  become  an  important  commercial  town.  The  Seaboard  and  Ro- 
anoke road  would  be  her  great  arm  of  inland  communication,  com* 
bining,  as  it  does,  with  the  roads  penetrating  the  interior  of  the  State, 


Its  constructic 


S.  Doc.  118. 


S87 


fj^  of  North  Carolina.  At  \l  it,  it  it  a  road  of  much  consequence,  and 
fffential  to  the  symmetry  of  the  railroad  system  of  the  State,  and  will 
always  trantact  a  lar^  businost,  even  under  a  continuance  of  the 
nrenent  condition  of  thinas  in  the  State. 

The  other  leading  roads  in  Virginia  are  the  Orange  and  Alexandria 
,nJ  the  Manauei  Gap  railroads.  The  former  extends  from  Alcxtrndria 
to  GordonsviUe,  on  the  Central  road,  a  dislunce  of  about  90  miles.  It 
is  an  important  line,  in  that  it  connects  the  central  portions  of  the  State 
with  the  Potomac  and  the  cities  of  Alexandria  and  Washington.  It 
will  form  a  portion  of  the  line  already  described,  traversing  central  and 
western  Virginia  and  eastern  Tennessee.  To  complete  such  a  con- 
nexion, only  a  short  link,  extending  from  the  central  road  near  Char- 
lottesville, IS  necessary.  There  cnunot  be  a  doubt  that  the  legislature 
of  Virginia  will  allow  the  construction  of  this  link,  and  aid  it  with  the 
liberality  extended  toward  similar  works. 

The  Manataea  Gap  road  branches  off  from  the  Orange  and  Alexanr- 
iria  road  about  25  miles  after  leaving  Alexandria,  ana  is  to  be  ex- 
tended into  the  valley  of  Virginia  through  the  ^op  in  the  Blue  ridge 
above  named.  A  portion  of  tne  line  is  already  m  operation.  It  is  in- 
tended to  carry  this  road  up  the  valley  to  Staunton  ;  there  to  form  a 
junction  with  the  Central  line.  The  Winchetfer  and  Potomac  road,  at 
present  a  short  though  productive  local  work,  will  also  probably  be 
extended  so  as  to  connect  with  the  above  road — thus  forming  a  line 
through  the  whole  extent  of  the  valley  of  Virginia,  ond  connecting 
with  the  Baltimore  and  Ohio  road  at  Harper's  1  eriy,  and  with  the 
Potomac  at  Alexandria. 


NORTH  CAROLINA. 


Population  in  1830,  737,987;  in  1840,  763,419;  in  1850,  868,903. 
Area  in  square  miles,  45,000 ;  inhabitants  to  square  mile,  15.62. 


Railroada  in  North  Carolina, 


;!;;:;/;t;v 


The  State  of  North  Carolina  has,  on  the  whole,  accomplished  less 
than  any  eastern  State  in  railroad  entemrises,  when  we  take  into 
consideration  the  extent  of  her  territory,  and  the  great  necessity  for  such 
works  to  the  proper  development  of  her  resources.  Her  inaction  has 
been  owing  in  part  to  the  want  within  her  own  territory  of  a  large 
commercial  town,  which  in  other  States  not  only  becomes  the  centre 
of  a  well-digested  system  of  railroads,  but,  by  concentrating  the  capital, 
renders  it  available  to  the  construction  of  such  works. 

Of  the  roads  in  operation  the  most  important  is  the  Wilmington  aiid 
fVeldon  road,  extending  from  Wilmington  to  Weldon,  and  traversing 
nearly  the  whole  breadth  of  the  State  from  north  to  south.  This  is  a 
work  of  the  greatest  convenience  and  utility  to  the  travelling  public, 
and  must,  from  its  direction  ond  connexion,  always  occupy  an  import- 
ant position  in  our  railroad  system.  It  is  a  road  of  comparatively  low 
cost,  upon  a  very  favorable  route,  and  is  beginning  to  enjoy  a  lucrative 
traffic.  It  has  been  an  unproductive  work  from  the  fiiulty  character  of 
its  construction — ^it  being  one  of  the  pioneer  works  of  the  Soiith,  and 


828 


S.  Doc.  112. 


I'.""-  I 


i'-i 


If-'  » 


.1- 


originally  laid  with  aflat  bar;  but  this  superstructure  has  given  place 
to  a  heavy  rail,  and  the  road  is  now  in  a  condition  to  compare  favora* 
bly  with  our  best  works. 

The  only  other  road  in  operation  in  the  State  is  the  Raleigh  and  Geo. 
ton,  which  connects  the  above  places  by  a  line  of  87  miles.  It  is  strictly 
a  local  work,  and,  from  the  faulty  character  of  its  consti-uction,  has 
been  unsuccessful.  It  bids  fair,  however,  to  become  a  much  more  im- 
portant road  from  its  prospective  connexion  with  the  North  Carolina 
Central  road,  now  in  progress.  When  the  last-named  road  shall  be 
opened,  and  the  Raleigh  and  Gaston  shall  have  received  an  improved 
superstructure,  it  cannot  fail,  it  is  believed,  to  become  a  productive 
work,  and  one  that  will  sustain  an  important  relation  to  the  travel  and 
business  of  the  country.  Through  the  Coitral,  it  will  be  brought  into 
communication  with  the  Charlotte  and  Sottth  Carolina  road,  and  form, 
for  both,  their  trunk  lines  north. 

The  only  considerable  work  in  progress,  lying  wholly  within  the 
State,  is  the  North  Carolina  Central  railroad.  It  commences  wi  the 
Neuse  river,  near  Goldsboro',  taking  a  northwesterly  direction,  running 
through  the  towns  of  Raleigh,  Hillsboro',  Greensboro',  and  Lexington, 
to  Charlotte.  For  the  greater  part  of  its  line  it  traverses  a  fertile 
territory,  and  will  secure  railroad  accommodations  to  a  large  and 
rich  section  of  the  State.  It  will  prove  of  great  utility,  and  is 
much  wanted  to  develop  the  resources  of  the  State,  and  demonstrate 
its  capacity  to  supply  railroads  with  a  profitable  traffic.  Its  entire 
length  is  223  miles.  At  Charlotte  it  will  unite  with  the  Charlotte  and 
South  Carolina  railroad,  which  will  insure  to  it  the  character  and  ad- 
vantages of  a  through-route.  The  estimated  cost  of  the  road  is  about 
$3,000,000 ;  of  which  sum  the  State  furnishes  $2,000,000.  The  whole 
line  is  under  contract,  to  be  completed  at  the  earliest  practicable  mo- 
ment. 

SOUTH  CAROLINA. 

Population  in  1830,  581,185 ;  in  1840,  594,398 ;  in  1850,  668,507. 
Area  in  square  miles,  24,500 ;  inhabitants  to  square  mile,  27.28. 

South  Carolina  Railroads. 

This  State  furnishes  a  good  illustration  of  the  correctness  of  the  pre- 
vious remarks,  in  reference  to  the  influence  of  a  commercial  capital  in 
promoting  and  giving  character  to  works  of  internal  improvement  for 
the  country  dependent  upon  it.  Large  cities  collect  together  the  sur- 
plus capital  of  the  surrounding  country,  and  a  mercantile  life  trains 
men  up  for  the  management  of  enterprises  calling  for  administrative 
talent,  and  involving  large  moneyed  operations. 

No  sooner  had  the  people  of  this  country  commenced  the  con- 
struction of  railroads,  than  the  city  of  Charleston  entered  upon  the 
great  work  of  that  State — the  South  Carolina  railroad.  This  was  one 
of  the  first  projects  of  the  kind  undertaken  in  this  country,  having 
been  commenced  in  1830.  Its  main  trunk  extends  fi-om  Charles- 
ton to  Hamburg,  on  the  Savannah  river,  opposite  Augusta,  Geor^a. 
It  has  two  branches  ;  one  extending  to  Columbia,  the  political  capital 
of  the  State,  and  the  other  to  Camden.    The  entire  length  of  the  road 


S.  Doc.  112. 


329 


gnd  its  branches  is  242  miles.    Its  cost  has  been  a  little  less  than 
$7,000,000. 

This  road  not  only  bears  an  important  relation  to  all  the  interests 
of  the  State,  but  has  given  birth  to  other  extensive  lines  of  road,  and 
forms  very  important  connexions  with  them. 

At  Augusta  a  junction  is  formed  with  the  Georgia  railroad,  by  means 
of  which  a  communication  is  opened  with  the  railroads  of  that  State, 
which  are  soon  to  be  extended  to  all  the  neighboring  States.  Already 
have  the  Georgia  lines  reached  the  Tennessee  river ;  and  by  the  first 
of  May  next,  they  will  be  carried  forward  to  Nashville,  the  capital  of 
the  State  of  Tennessee,  whence  railroads  are  in  progress  toward 
Louisville  and  Cincinnati.  From  Atlanta,  the  western  terminus  of  the 
Georgia  railroad,  a  line  of  railroad  is  nearly  completed  to  Montgomery, 
Alabama,  which  will  soon  be  pushed  forward  to  the  Gulf  of  Mexico  on 
the  one  hand,  and  to  the  Mississippi  on  the  other. 

Bv  means  of  the  Tennessee  and  Kentucky  roads  alluded  to,  Charles- 
I  ton  Is  now  about  to  realize  the  celebrated  project  of  the  Charleston  and 
Cincintuid  railroad.    The  history  of  this  scheme  is  well  known.    It 
I  originated  in  the  bold  idea  of  making  that  city  the  commercial  empo- 
rium of  the  great  interior  basin  of  the  country,  particularly  the  lower 
Dortion  of  it.    To  effect  this  object,  a  continuous  line  of  railroad,  under 
one  organization,  was  proposed,  in  as  direct  a  line  as  possible,  to  the 
city  of  Cincinnati.    This  project  attracted,  for  a  time,  much  interest 
in  the  States  of  South  Carolina,  Tennessee,  Kentucky,  and  southern 
Ohio.    It  was  believed  to  be  entirely  practicable,  and  large  sums  were 
expended  in  reconnaissances  and  surveys  of  the  routes.     We  now  see 
the  accomplishment  of  the  scheme,  upon  the  original  plan,  to  have 
been,  at  the  period  when  it  was  commenced,  impracticable.    As  far  as 
the  means  and  the  engineering  skill  of  the  country  were  concerned, 
the  project  was  premature.    Its  magnitude  was  beyond  the  ability  of 
all  the  interests  that  could  be  brought  to  bear  upon  it.     The  termini 
being  given,  the  route  assumed  was  the  shortest  possible  line  between 
thera.    The  route  selected,  therefore,  could  not  command  the  means 
of  the  countiy,  applicable  to  a  road  between  the  cities  named;  and,  as 
I  might  have  been  expected,  the  original  project  fell  through.    The  dif- 
ferent sections,  however,  upon  the  most  practicable  line,  as  far  as  means 
were  concerned,  commenced  the  construction  of  detached  links,  having 
I  in  view  local  objects  alone.     These  are  now  so  far  advanced  that  the 
Iformation  of  the  whole  line  may  be  regarded  as  secured. 

By  the  more  circuitous  route  by  way  of  Nashville  and  Louisville, 
Ithe  means  for  a  railroad  from  Charleston  to  Cincinnati  are  now  pro- 
Jvided,  and  the  whole  route  is  either  in  operation  or  in  progress.  From 
[Charleston  to  Nashville,  a  distance  of  about  600  miles,  the  line  will  be 
Icompleted  by  the  first  day  of  May  next.  Upon  the  line  from  Nashville 
Ito  Louisville,  a  distance  of  180  miles,  working  surveys  are  now  in  pro- 
Igress,  preparatory  to  placing  this  entire  link  under  contract.  Louis- 
l\ille  and  Cincinnati  are  soon  to  be  united  by  means  of  the  Louisville 
md  Lexington  and  the  Covington,  and  Lexington  railroads.  The  for- 
Imcr  is  in  operation ;  the  latter  will  be  completed  next  year;  and  the 
Icity  of  Charleston,  without  any  expenditure  other  than  that  requisite 
[for  the  construction  of  roads  within  her  territoiy— excepting  a  small 


■'ii 


'S*  •j| 


830 


S.  Doc.  112. 


m ! 


loan  to  the  NeuhvUle  and  Chattanooga  road — sees  the  great  project,  for 
which  she  so  zealously  labored,  on  the  eve  of  accomplishment. 

A  more  direct,  and  appariently  appropriate  line,  than  that  above  de- 
scribed, is  one  traversing  the  entire  length  of  the  State  of  South  Caro- 
lina,  in  a  northwesterly  direction,  crossing  the  northeastern  corner  of 
Georgia  and  the  western  portion  of  North  Carolina,  running  down  the 
Little  and  up  the  Great  Tennessee  rivers,  to  Knoxville ;  thence  by  the 
Cumberland  Gap,  or  some  practicable  pass  in  its  vicinity,  through  Dan- 
ville and  Lexington,  Kentucky,  to  Cincmnati.  The  only  portions  of  this 
line  for  which  the  means  are  certainly  provided,  are  those  extending 
from  Charleston  to  Anderson,  in  South  Carolina,  a  distance  of  243 
miles,  and  from  Cincinnati  to  Danville,  a  distance  of  128  miles,  making 
in  all  371  miles,  and  leaving  about  350  miles  to  be  provided  for.  That 
this  direct  line  will  be  accomplished,  cannot  be  doubted.  A  consider- 
able portion  of  the  country  traversed  can  provide  sufficient  means  for 
its  construction,  and  the  necessary  balance  will  be  supplied  by  connect- 
ing lines  and  by  private  interests.  For  that  portion  of  the  link,  unpro- 
vided for,  between  Anderson  and  Knoxville,  it  is  believed  that  the 
legislature  of  the  State  of  South  Carolina  will  extend  liberal  aid. 
The  South  Carolina  and  the  Greenville  and  Columbia  roads,  forming 
the  lower  portions  of  this  great  chain,  are  also  expected  to  render  effi- 
cient support.  That  portion  of  it  through  the  State  of  Tennessee  will 
undoubtedly  receive  the  benefit  of  the  recent  internal  improvement  act 
of  that  State,  which  appropriates  $8,000  per  mile  to  certain  leading 
lines — a  -sum  sufficient,  with  what  private  means  can  be  obtained,  to 
secure  its  construction.  The  link  from  Danville,  Kentucky,  to  die 
boundary  line  of  Tennessee,  traverses  a  region  of  vast  mineral  re- 
sources. It  is  believed  the  amount  lacking  to  complete  this  link,  be- 
yond the  means  of  the  people  upon  it,  will  eventually  be  furnished  by 
parties  interested  in  the  whole  as  a  through  route.  Active  measures  are 
m  progress  upon  the  entire  route  to  secure  the  necessaiy  surveys,  to 
provide  the  means  of  construction,  and  to  awaken  the  minds  of  the 
pemjle  to  the  importance  of  the  work. 

The  other  imjx>rtant  projects  in  South  Carolina  nre  the  Greenville  aid 
Columbia,  the  Charlotte  arid  South  Carolina,  the  Wilmington  and  Man' 
Chester,  and  the  Northeastern  road,  extending  from  Charleston  to  a  June- 1 
tion  with  the  Wilmington  and  Manchester  road.  The  Charlotte  and 
South  Carolina  and  the  Wilmington  and  Manchester  roads  lie  partly  in 
North  Carolina,  but  they  are  appropriately  described  as  a  portion  of  the 
South  Carolina  system. 

The  Greenville  and  Columbia  road  extends  from  Columbia,  the  termi- 
nus of  the  Columbia  branch  of  the  South  Carolina  railroad,  to  Green- 
ville, a  distance  of  about  one  hundred  and  twenty-three  miles.    It  has  I 
two  branches^-one  extending  to  Pendleton,  and  the  other  to  Anderson  | 
court-house.     The  leading  objects  in  its  construction  are  of  a  local  chnr- 
acter ;  though,  as  before  stated,  it  is  intended  to  make  it  a  portion  of  a  I 
through-line  to  the  Mississippi  Valley.    The  road  traverses  one  of  the 
best  portions  of  the  State.    It  has  been  built  at  a  low  cost,  owing  to  | 
the  favorable  nature  of  the  country  traversed,  and  the  enterprise  prom- 
ises to  be  highly  remunerative.    A  considerable  portion  of  this  line  ii  I 
in  operation,  and  the  whole  will  be  completed  at  an  early  day. 


S.  Doc.  112. 


881 


m 


There  is  in  progress  from  this  road  a  branch  of  some  magnitude  ex- 
tending to  Laurens,  and  a  portion  of  it  is  in  operation. 

The  Charlotte  and  South  Carolina  railroad  has  been  briefly  alluded 
,0.  Its  line  extends  from  Charlotte,  the  most  impfirtant  town  in  west- 
em  North  Carolina,  to  Columbia,  the  capital  of  South  Carolina,  and  is 
about  one  hundred  and  ten  miles  long.  It  is  an  important  link  between 
the  other  roads  of  the  States,  and,  with  them,  between  those  of  the 
northern,  southern,  and  southwestern  States.  Its  local  business  will  be 
lucrative,  as  it  traverses  a  rich  country  without  suitable  avenues  to 
market.  Like  most  of  the  southern  rojids,  it  hiis  been  constructed  at 
alow  cost.    It  is  nearly  completed,  and  will  be  shortly  opened. 

Connected  with  this  road  at  Chester  is  a  brunch  road,  called  the 
jiing^s  Mountain  railroad,  in  of aeration  and  extending  to  Yorkville,  a 
distance  of  about  twenty-five  miles. 

fVilmington  and  Manchester  railroad.-^The  chief  object  of  this  line  is 
to  supply  the  link  for  the  connexion  of  the  roads  of  the  States  of  South 
Carolina  and  Georgia  with  those  of  the  north.  It  is  this  object  which 
pves  it  general  importance,  though  its  nrincipal  revenues  will  undoubt- 
edly be  derived  from  local  traffic,  which  tne  country  traversed  will 
probably  supply.  The  rond  is  about  one  hundred  ancf  sixty-two  miles 
long.  Its  construction  is  essential  to  the  convenience  of  the  travelling 
public,  and  will  add  largely  u)  the  traffic  of  all  the  connecting  lines. 
A  glance  at  the  accompanying  map  will  well  illustrate  its  relations  to 
other  roads.  Although  a  first-clnss  road,  it  is  constructed  at  the  mini- 
mum cost  of  southern  ronds.  The  whole  line  is  under  contract  and 
well  advanced;  some  portions  of  i.  *»re  opened,  and  the  whole  is  in 
progress  to  completion  with  all  p  rtcil.  able  despatch. 

The  only  project  of  any  consic' r  .>'    public  importance,  not  already 

noticed,  is  tne  Northeastern  road,  Cicnding  from  Charleston  to  the 

Wilmington  and  Manchester  road,  at  a  point  between  Marion  and 

Darlington.     The  object  of  this  rond  is  to  secure  to  Charleston  a  more 

direct  outlet,  .and  to  place  her  in  the  line  of  travel  between  the  North 

and  the  South.    Without  such  a  work,  the  tendency  of  the  Wilmington 

md  Manc/iester  road  would  be  to  divert  the  through  travel  from  that  city, 

land  would  consequently  threaten  her  with  the  loss  of  a  portion  of  her 

business,  and  public  consideration.     To  fortify  her  position,  this  city 

[also  proposes  to  construct  a  railroad  direct  to  Savannah.  .  By  these 

[works  she  will  place  herself  on  the  convenient  line  of  travel  between 

|ihe  extremes  of  the  country. 

The  length  of  this  first-named  line  will  be  about  one  hundred  miles. 
[Its  cost  will  be  between  $1,500,000  and  $2,000,000.  The  work  is 
llight,  the  onl^  difficult  point  being  the  crossing  of  the  Sarftee  river. 
IThe  route  is  now  under  survey,  and  will  be  commenced  as  soon  as 
Ipracticable.  The  road  may  be  regarded  as  a  Charleston  project,  and 
Ithat  city  will  contribute  largely  to  its  construction. 


m  tl 


k 
I 


QEOROIA. 


Population  in  1830,  616,883;  in  1840,  691,392;  in  1860,  906,999. 
[Area  in  square  miles,  58,000 ;  inhabitants  to  squaie  mile,  16.62. 
The  State  of  Georgia  has  distinguished  herself  for  the  extent,  excel- 


332 


S.  Doc.  112. 


'T 


i1 


v\ 

hi 


lence,  and  successful  managemenl  of  her  raihoads.  In  these  respects 
she  ranks  first  among  the  southern  States.  Her  success  is  mainly 
owing  to  the  fact,  that  her  great  lines  of  railroad  were  completed  within 
a  comparatively  brief  period  after  they  were  undertaken.  From  the 
sparse  population  in  the  South,  and  the  absence  of  large  towns  in  the 
interior,  the  completion  of  a  road  is  necessary  to  success.  Until  the 
connexions  proposed  are  formed,  the  work  is  generally  unprofitable. 
Successive  hnks,  as  they  are  opened,  do  not  yield  a  large  revenue,  aa 
is  the  case  with  many  northern  lines,  which  find  between  two  neigh- 
boring  villages  a  remunerating  traffic.  To  this  fact  is,  in  some  degree, 
to  be  attributed  the  failure  in  the  South  of  many  of  the  projects  of 
1836  and  1837.  Portions  only  of  the  lines  of  railroad  commenced  at 
that  period,  were  completed.  The  commercial  revulsions  which  fol. 
lowed  checked  their  further  prosecution.  The  several  links  brought 
into  use  vrere  not  of  sufficient  length  or  importance  to  develop  and 
command  a  remunerative  business;  and,  in  some  intances,  projects 
were  abandoned  even  after  a  portion  of  their  lines  had  been  opened 
for  business.  The  reverses  which  have  been  alluded  to,  were  chiefly 
confined  to  the  projects  of  the  newly-settled  southern  and  western 
States.  These  States  were  then  a  wilderness  as  compared  with 
their  present  condition.  At  that  period  saccess  was  impossible,  not 
only  from  the  lack  of  capital  adequate  to  the  enterprises,  but  of 
those  qualities  necessaiy  to  superintend  and  carry  out  these  enterprises, 
and  which  can  only  result  from  experience.  The  effect  of  the  reverses 
sustained,  was  to  discourage  foi'  a  time  all  attempts  to  construct  rail- 
roads. But  the  long  period  which  has  since  elapsed  has  brought  with 
it  greater  means;  a  wider  experience;  the  successful  examples  of  othei 
States;  more  distinct  and  better-defined  objects;  and  a  more  inti- 
mate acquaintance,  and  hearty  co-operation  among  people  interested 
in  such  works.  The  operation  of  time  has  settled  our  commercial 
depots,  and  established  the  convenient  channels  of  commerce  and 
travel.  At  an  earlier  period  these  were  assumed  in  the  projects  un- 
dertaken, and  the  results  frequently  proved  these  assumptions  to  be 
wide  of  the  truth.  New  lights  have  arisen  as  guides  to  renewed 
efibrts.  The  southern  people  are  again  inspired  with  confidence  and 
hope ;  and  the  movement  now  going  on  throughout  the  southern  States, 
founded  upon  a  proper  knowledge  of  their  wants  and  abilities,  and 
guided  by  wider  experience  and  more  competent  hands,  is  destined  to 
achieve  the  most  satisfactory  results. 

The  success  of  the  Georgia  roads,  as  already  stated,  was  owing  to 
the  fact  that,  after  a  severe  struggle,  her  leading  lines  were  completed 
without  great  delay.  As  soon  as  they  were  brought  into  use  they  at 
once  commenced  a  lucrative  business,  yielding  a  handsome  return 
upon  the  cost,  and  have  proved  of  inestimable  benefit  to  the  people 
of  the  State.  Their  roads  have  not  only  enabled  thein  to  turn  their 
resources  to  the  best  accouut,  but  have  done  much  to  develop  that 
spirit  of  enterprise  and  activity  for  which  the  people  of  Ceorgia  are 
particularly  distinguished. 

.  The  leading  roads  in  operation  in  Georgia  constitute  two  great  lines, 
representing,  apparently,  two  different  interests.  The  first,  extends 
from  Savannah,  the  conunercial  capital  of  the  State,  to  the  Tennessee 


,  t 


S.  Doc.  112. 


838 


fjver,  a  distance  of  434  miles,  and  is  made  up  of  the  Gcorgiti  Central^ 
ilacm  and  fVettem,  and  Wettem  and  Atlantic  roads.  The  latter,  by 
which  the  railroad  system  of  the  State  is  carried  into  the  Tennessee 
valley,  is  a  State  work.  The  second  line  traverses  the  State  from  east 
to  west,  crossing  the  other  nearly  at  right-angles,  and  is  made  up  of 
the  Georgia  and  the  Atlanta  and  La  Grange  railroads.  This  line  may 
be  considered  as  an  extension,  in  a  similar  direction,  of  the  South 
Carolina  railroad,  and  rests  on  Charleston  as  its  commercial  depot., 
88  does  the  Ibrmer  on  oavannah.  To  a  certain  extent  the  West- 
em  and  Atlantic  link  may  be  said  to  be  common  to  both  lines. 
The  first-described  line,  however,  has  important  branches,  which  con- 
nect it  with  a  much  larger  portion  of  the  State  than  the  latter.  At 
Macon  it  receives  the  Soitthwesfcm  railroad,  an  important  line,  already 
constructed  to  Oglethorpe,  which  will  be  continued  to  Fort  Gaines,  on 
the  Chattahoochee.  A  branch  of  this  line  is  in  progress  to  Columbus, 
an  important  town  on  that  river,  and  the  principal  depot  of  trade  for 
western  Georgia  and  eastern  Alabama.  Upon  the  completion  of  these 
roads  the  Central  line  will  extend  to  the  northern  and  western  bound- 
aries of  the  State,  and  will  receive  an  important  accession  to  its  already 
flourishing  traffic. 

The  three  great  roads  of  the  State,  which  have  been  in  operation 
for  a  comparatively  long  period — the  Central,  the  Georgia,  and  the 
}iacon  and  Western — have,  for  many  years  past,  been  uniformly  suc- 
cessful, and  take  high  rank  among  our  best-managed  and  best-paying 
roads,  averaging,  for  a  series  of  years,  eight  per  cent,  dividends. 
Notwithstanding  their  imperfect  mode  of  construction,  which  has 
rcouired  repairs  equal  to  an  entirely  new  superstructure,  their  costper 
iniw  is  less  than  the  average  of  roads  throughout  the  country.  This 
is  owing  in  part  to  the  favorable  character  of  the  country  for  such 
enterprises,  and  the  prudent  and  skilful  manner  in  which  they  have 
been  constructed  and  managed.  All  these  have  proved  profitable 
works,  chiefly  from  their  local  traffic.  The  rapid  extension  of  con- 
necting-links, which  must  use  the  above  as  their  ti  ink  lines  to  market, 
must,  in  the  ordinary  course  of  business,  add  ve*y  largely  to  their 
present  considerable  revenues. 

Among  the  most  important  roads  in  progress  in  the  State,  may  be 
named  the  Waynesboro,  the  Southwestern,  tlie  Muscogee,  and  the  Atlanta 
and  La  Grange. 

The  object  of  the  Waynesboro  road  is  to  effect  a  communication,  by 
railroad,  between  Savannah  and  Augusta,  the  latter  the  terminus  of 
the  South  Carolina  and  Georgia  railroads,  and  situated  at  the  head  of 
navigation  on  the  Savannah  river.  A  portion  of  this  line  is  already  in 
operation,  and  the  whole  is  nearly  completed.  It  is  an  important  con- 
necting-link between  other  roads,  and  will  greatly  add  to  the  facihties 
of  business  and  travel  in  the  southeastern  portion  of  the  State. 

The  Southwestern  road  will  provide  an  outlet  for  the  rich  planting 
district  of  southwestern  Georgia,  one  of  the  best  cotton-growing  regions 
in  the  South.  This  road  has  already  reached  Oglethorpe,  and  is  to  be 
extended  to  the  Chattahoochee.  It  will  then  have  an  outlet  in  each 
direction  of  trade.  The  proposed  extension  of  the  road  is  regarded  as 
the  appropriate  line  to  supply  railroad  accommodation  to  the  south- 


^    i 


834 


S.  Doc.  112. 


m^ 


^■■. 


.1: 


western  portion  of  the  State.    The  Sonthwestem  is  already  in  posses, 
sion  of  a  large  revenue  from  local  traffic  alone.    This  will  be  materially 
increased  by  the  farther  extension  of  its  own  line,  and  of  connecting.  I 
roads. 

The  Muscogee  road  extends  from  the  city  of  Columbus,  eastward 
to  its  junction  with  the  Soutfiwettem,  a  distance  of  71  miles,  strikine  | 
the  latter  about  Fort  Valley,  28  miles  from  Macon.    It  traverses  a  rich 

1)lanting  country,  and  is  an  important  work,  both  as  a  through  and 
ocal  road.  At  Columbus  it  will  ultimately  form  a  connexion  with  the 
roads  now  in  progress  and  operation  in  Alabama.  Its  through  traffic,  i 
derived  from  the  business  centring  at  Columbus  alone,  will  constitute 
a  valuable  source  of  revenue.  It  is  nearly  completed,  and  its  openino 
is  regarded  as  an  event  of  considerable  importance  to  other  roads  in ' 
the  State. 

The  Atlanta  and  La  Grange  bears  pretty  much  the  same  relation  to  I 
the  Georgia  as  does  the  Muscogee  to  the  Central  line.     It  extends  from 
Atlanta,  the  terminus  of  the  Georgia  and  Western  and  Atlantic  roads, 
to  West  Pointf   the  eastern  terminus  of  the   Montgomery  and  Weitl 
Point  road,  a  distance  of  86  miles.    A  portion  of  this  road  is  already 
in  operation,  and  the  whole  is  well  advanced.     Its  completion  will  ex- 
tena  the  Georgia  system  of  roads  to  Montgomery,  Alabama.    As  a  I 
connecting  link,  it  is  justly  regarded  as  a  work  of  much  public  utility. 
It  traverses  a  very  beautiful  and  highly  cultivated  portion  of  the  State, 
and  cannot  fail  to  have,  with  all  the  roads  of  the  State,  a  lucrative  I 
local  traffic. 

The  only  important  road  in  Georgia  already  in  operation,  and  not  | 

{)articularly  noticed,  is  the  Western  and  Atlantic,  extending  from  At- 
anta  to  the   Tennessee   river.     To  the   State  of  Georgia  must  be  i 
awarded  the  honor  of  first  surmounting  the  great  Alleghany  or  Appa- 
lachian range,  and  of  carrying  a  continuous  Une  of  railroad  from  the  I 
seacoast  into  the  Mississippi  valley.    From  the  difficulties  in  the  way 
of  such  an  achievement,  it  must  always  be  regarded  as  a  crowning 
work.    Wherever  accomplished,  the  most  important  results  are  certain 
to  follow.     The  construction  of  the  Western  and  Atlantic  road  was  the 
signal  for  a  new  movement  throughout  all  the  southern  and  south- 1 
western  States.    By  opening  an  outlet  to  the  seaboard  for  a  vast  sec- 
tion of  country,  it  at  once  gave  birth  to  numerous  important  projects,  I 
which  are  now"  making  rapid  progress,  and  which  when  completed 
will  open  to  the  whole  southern  country  the  advantages  of  railroad 
transportation.    Among  the  more  important  of  these  may  be  named 
the  Memphis  and  Charleston,  the  East  Tennessee  and  Georgia,  and  the 
Nashville  and  Chattanooga  roads,  already  referred  to.    The  former 
will  open  a  direct  line  of  railroad  from  Memphis,  an  important  town 
on  the  Tennessee  river,  to  the  southern  Atlantic  ports  of  Charleston  I 
and  Savannah,  and  will  become  the  trunk  for  a  great  number  of  im- 
portant radial  branches.     The  Nashville  and  Chattanooga,  traversing! 
the  State  of  Tennessee  in  a  northwesterly  direction,  has  given  a  new 
impulse  to  the  numerous  railroads  which  are  springing  into  life,  both  in 
Tennessee  and  Kentucky.      These  railroads  will  soon  form  connexions 
with  those  of  Ohio,  Indiana,  and  Illinois,  and  thus  all  the  northern  and 
western  States  will  be  brought  into  intimate  business  relations  with 


S.  Doc.  112. 


835 


I,  traversing 


jlie  southern  cities  of  Charleston  and  Savannah.  Through  the  Eatt 
fennesiee  and  Georgia  road  a  connexion  will  be  formed  with  the  line 
traversing  the .  United  States  from  north  to  south.  The  influence  of 
such  a  connexion  upon  the  growth  and  prosperity  of  these  cities,  as 
veil  as  of  the  country  brought  into  communication  with  them,  can 
hardly  be  estimated. 

A  railroad  is  also  proposed  from  St.  Simon's  sound,  on  the  Atlan- 
tic—said to  be  a  goocl  harbor — to  Pensacola,  in  Florida.  One  object  in 
the  construction  of  this  road  is  to  build  up  the  town  of  Brunswick 
upon  that  sound.  As  this  road  would  connect  two  good  harbors,  one 
upon  the  Atlantic  coast  and  the  other  upon  the  gulf,  it  will  prove  an  im- 
portant work.  It  would  also  open  an  extensive  territory  at  present  but 
slightly  developed,  for  the  want  of  a  suitable  outlet. 

A  railroad  is  contemplated  from  Savannah  to  Pensacola.  Its  object 
is  to  open  a  communication  between  that  city  and  the  southern  portion 
of  the  State,  and  to  attract  the  trade  of  a  large  section  now  threatened 
to  be  drawn  off  by  rival  works.  The  project  has  its  origin  in  the  sup- 
posed benefit  it  would  confer  upon  the  city  of  Savannah,  which  is  ex- 
pected to  aid  largely  in  its  construction. 


FLORTOA. 


Area 


Population  in  1830,  34,730;  in  1840, 64,477;  in  1850,  87,401. 

in  square  miles,  69,268 ;  inhabitants  to  square  mile,  1.47. 

In  another  pai  i  oi  this  report  full  notice  is  given  to  this  State,  em- 
I  bracing  the  works  of  internal  improvement  therein,  whether  con- 
structed, in  progress,  or  contemplated  to  be  made,  and  also  those 
heretofore  made  and  now  abandoned.  It  would  be  superfluous  to  re- 
I  peat  that  notice  here.  Reference  is  made,  therefore,  to  the  communi- 
cations of  citizens  of  this  State,  contained  in  the  Appe?idix  at  the  end 
of  this  report,  to  the  documents  accompanying  the  same,  and  to  com- 
ments of  the  undersigned,  prefixed  thereto,  for  full  information  on 
these  and  other  subjects  respecting  this  State.  A  paper  respecting  the 
"Gulf  of  Mexico"  and  the  "Straits  of  Florida,"  prepared  fi-om  notes 
fiirnished  by  a  distinguished  and  intelligent  engineer  officer  of  the 
United  States,  is  likewise  inserted  in  the  Ajrpmdix^  and  contains  im- 
portant matter  relating  to  this  State. 

ALABAMA,  MISSISSIPPI,  AND  LOUISIANA 

The  roads  of  these  States  belong  to  a  general  class,  from  the  similar- 
llty  of  their  direction  and  objects,  and  from  the  intimate  relations  exist- 
jing  between  many  of  their  important  lines.  As  already  stated,  the 
Igreat  lakes  are  the  radial  points  of  the  internal  improvement  system  of 
Ittiis  country.  In  conformity  with  this  fact  we  find,  that  on  reaching  the 
IGulf  of  Mexico  the  general  direction  of  the  great  lines  extending  into 
Ithe  interior  gradually  changes,  in  harmony  with  this  fact,  and  that 
Ithose  arising  from  the  Gulf  of  Mexico  are  at  right-angles  both  to  this 
land  our  great  northern  lake  boundary. 

In  examining  the  character  and  prospective  business  of  roads  running 
jat  right-angles  to  the  parallels  of  latitude,  compared  with  those  foUow- 
ling  me  same  parallels,  some  marked  points  of  difference  are  found.  In 


(II 


■  a 


<S-i  t 


886 


IS.  Doc.  1112. 


K  ■ 


.[^ 


the  latter  case,  where  there  is  no  variety  of  pursuits,  and  where  th« 
whole  population  is  engaged  in  agriculture,  there  can  be  little  or  no  local 
traffic.  The  products  being  identical,  all  the  surplus  is  the  same  in  kind, 
But  upon  a  route  following  a  meridian  of  longitude,  an  entirely  different 
rule  prevails.  Such  routes  traverse  regions  abounding  in  a  diversity 
of  productions,  all  of  which  are  regarded  as  essential  to  the  wants  of 
every  individual  in  the  community.  Such  lines  may  be  said  to  coin. 
cide  with  the  natural  routes  of  commerce,  over  which  a  largfe  traffic 
must  always  pass,  although  ihe  territory  traversed  may  be  entirely  de. 
voted  to  agriculture.  The  grains,  provisions,  and  animals  of  the  north 
are  wanted  by  the  southern  States  engaged  in  the  culture  of  cotton,  rice 
sugar  and  tobacco;  and  these  last-named  products  are  received  by  the 
people  of  the  north  in  exchange  for  what  they  have  to  sell.  In  this 
country,  therefore,  the  routes  running  east  and  west  may  be  termed  the 
artificial,  those  running  north  and  south  the  »ta/Mm?  routes  of  commerce. 
It  is  this  fact  that  ^ives  particular  importance  to  the  great  line  of  com- 
munication  which  it  is  proposed  to  extend  from  the  Gulf  of  Mexico  to 
the  lakes,  thus  uniting  a  country  the  extremes  of  which  abound  in  the 
fruits  of  the  tropics,  and  in  the  products  of  high  northern  latitudes. 

A  railroad  extending  from  the  Gulf  of  Mexico  constitutes  a  great  I 
national  route  of  commerce,  and  furnishes  a  channel  of  distribution  over  | 
the  whole  country,  for  the  vast  variety  of  products  of  the  regions  tra. 
versed ,  and  at  the  same  time  constitutes  an  outlet  for  such  surplus  aj  I 
may  not  be  required  for  domestic  consumption.      Such  are  the  extent 
and  range  of  human  wants,  that  they  require  the  whole  aggregate  pro- 
duction of  every  variety  of  soil  and  climate  for  their  supply.     Owing 
to  the  variety  of  climate,  this  country  is  capable  of  producing  nearly 
every  article  used  in  ordinaiy  consumption,  and  an  abundance  of  all 
that  are  of  primary  importance.      Upon  the  completion  of  a  railroad 
from  the  Gulf  of  Mexico  to  Lake  Michigan,  a  person  living  midwavl 
between  the  two  will  be  enabled  to  have  his  table  daily  supplied  witl 
the  luxuries  of  both  extremes — the  delicious  fruits  of  the  tropics,  and 
the  more  tempered  but  equally  valuable  products  of  northern  lati- 
tudes.    The  differences  of  climate  will  then,  practically,  cease  to  exist  I 
The  speed  of  the  railway  train  will  scatter  over  the  whole  country, 
freshly  plucked,  the  fruits  of  every  latitude,  and  one  climate  will  prac-l 
tically  exist  for  all,  in  the  possession  of  an  abundance  of  the  proauctil 
of  eaih.  I 

Extended  Hues  of  railroads  are  equally  important  in  another  point  of  I 
view,  [t  always  happens  that  while  in  the  aggregate  there  is  anl 
abundance  of  production  for  the  wants  of  all,  there  will  be  failures  ofl 
crops  in  different  portions  of  the  country.  Such  must  be  the  case  in  a[ 
country  of  so  vast  an  area  as  our  own.  With  ordinary  roads  only,  iti 
is  found  impossible  so  to  distribute  the  surplus  produced  as  to  securel 
abundance  at  points  where  production  has  failed.  The  limit  tol 
economical  transportation  over  the  ordinary  roads  is  measured  byal 
few  miles.  The  greatest  extremes  of  want  and  abundance,  therefore,! 
may  exist  in  adjoining  States.  All  these  evils  are  remediable  by  raiij 
roads,  so  that  they  will  not  only  secure  to  us  a  practical  uniformity  off 
climate,  but  of  seasons  also,  giving  to  us  the  greatest  variety,  and  a(| 
the  same  time  the  greatest  certainty,  of  uniform  supply. 


&  Doc.  112. 


m 


,^T. 


ALABAMA. 


Population  in  1830,309627;  in  1840,  690,766;  in  1860,771,671. 
Area  in  square  miles,  60,722;  inhabitants  to  square  mile,  16.21. 

Mobile  and  Ohio  railroad. — The  first  of  the  great  works  of  the 
character  we  have  described  is  the  Mobile  and  Ohio  railroad,  extend- 
ing from  Mobile,  on  the  Gulf  of  Mexico,  to  the  mouth  of  the  Ohio 
river,  a  distance  of  694  miles.  From  Mobile  it  will  be  extended  down 
Mobile  bay  to  a  point  trhere  a  depth  of  20f  feet  of  water  is  reached 
at  low  tide,  making  the  whole  length  of  line  609  miles.  The  route 
traversed  is  remarkably  favorable.  There  are  no  grades  in  the  di- 
rection of  the  heavy  traffic  exceeding  30  feet  to  the  mile.  The  highest 
point  of  elevation  above  the  gulf  is  only  606  feet.  No  bridges  are 
required  above  130  feet  long.  The  estimated  cost  of  the  road,  with 
a  liberal  outfit,  is  $10,000,000.  Of  the  whole  line,  33  miles  are  already 
in  operation;  but  the  work  is  in  progress  upon  279  more,  and  the 
I  balance  will  be  immediately  placed  under  contract.  It  is  intended  to 
have  the  whole  line  completed  within  three  years  from  the  present 
time.  The  company  are  fast  securing  ample  means  for  its  construc- 
tion, which  are  materially  strengthened  by  a  recent  liberal  donation  of 
land  by  the  general  government.  That  portion  of  the  line  through  the 
State  of  Termessee  is  provided  for  by  the  recent  internal  improvement 
fact  of  that  State.  The  work  is  under  the  most  efficient  management, 
and  its  completion  within  the  shortest  practicable  period  is  unques- 
Itioned. 

The  importance  of  this  work,  both  to  the  city  of  Mobile  and  the 
[whole  southern  country,  can  hardly  be  over-estimated.   By  means  of  it 
Ithc  produce  of  the  South  may,  with  the  greatest  expedition,  be  brouglit 
labngside  of  ships  drawing  20|  feet  water.      The  route  traversed  is- 
Inearly  equidistant  from  the  navigable  waters  of  the  Tombigbee  river 
Ion  the  one  hand,  and  the  Mississippi  on  the  other.   It  traverses  a  rcitfioa 
ideficient  in  any  suitable  means  of  transportation — one  of  the  richest 
Iportions  of  the  United  States.    Flanking,  as  it  will,  a  very  large  por- 
Ition  of  the  best  cotton  lands  in  the  country,  it  must  secure  to  Mobile 
la  laige  supply  of  this  article,  ordinarily  sent  to  New  Orleans^    From 
[the  ease  and  cheapness  with  which  the  planter  will  be  enabled!  to  for- 
vard  his  staple  to  market,  the  road  will  stimulate  the  prodiuction  of 
jetton  to  an  extraordinary  extent.     It  will  also  develop  rmnoerous  other 
esources  now  lying  dormant,  and  will  give  rise  to  a  grenter  variety  of 
pnrsuits,  so  essential  to  the  best  interests  of  the  South.    This  work. 
cannot  fail  to  give  extraordinary  impulse  to  the  growth  of  Mobile,  and 
to  secure  to  it  a  prominent  rank  among  the  principal  comimercial  cities.. 
Another  great  line  of  railroads  commencing  in  Alabama,  though  at 
bresent  resting  upon  the  Alabama  river  at  Selnia,  to  be  eventually  car*^ 
lied  to  Mobile,  is  the  Alabama  and  Tennessee  River  railiroad.     The  line 
[if  this  road  extends  from  Selma  to  the  Tennessee  river  at  Gunter's. 
[ittnciing,  a  distance  of  210  miles.     The  more  immediate  objiect  of  its 
pnstruclion  is  to  accommodate  the  local  traffic  of  the  route  traversed, 
[ithough  a  large  business  is  anticipated  from  the  connexions  hereafter 
I  be  formed. 


i 


[        / 


I' 


a  Doc.  112. 

It  is  proposed  to  extend  this  road  from  Jacksonville  to  Dalton,  Geor- 
^ia,  to  connect  with  the  great  line  already  described,  tniversing  the  en- 
tire country,  and  passing  through  northern  Georgia,  eastern  Tennes.«iee 
and  centrni  and  western  Virginia,  and  to  which  the  above  road  will  form* 
the  southern  trunk,  and  connect  this  great  line  with  the  Gulf  of  Mexico. 

The  Alabama  and  Tcnncaaee  railroad  will  also  form  a  link  in  another 
important  chain  of  roads,  extending  from  the  gulf  to  the  great  lakes. 
From  Gunter's  Landing,  its  northern  ternjinus,  it  will  be  carried  forward 
to  the  Nashville  and  Chattanooga  road  at  Winchester,  by  the  Winchester 
and  Alabama  road,  now  in  progress.  From  Winchester  to  Nashville 
the  Nashville  a?id  Chattanooga  road  is  now  in  operation.  From  Winches- 
ter two  routes  are  proposed — one  by  way  of  Nashville  and  Louisville, 
a  portion  of  which  is  in  operation,  and  the  balance  amply  provided  for; 
and  the  other  by  way  of  McMinnville  and  Sparta,  Tennessee,  and  Dan- 
ville and  Lexington,  Kentucky.  From  Wmchester  to  McMinnville  a 
road  is  in  progiess, as  is  one  from  Cincinnati  to  Danville,  on  the  northern 

Portion  of  the  line.  The  link  unprovided  for  is  about  260  miles  long, 
'he  Tennessee  portion  of  this  is  embraced  in  the  internal  improve- 
ment act  of  that  State,  and  vigorous  measures  are  in  progress  to  secure 
t!je  means  requisite  to  the  work,  both  in  Tennessee  and  Kentucky. 
Wfecji  these  connecting  lines  shall  be  completed,  the  Alabama  and 
T(^iW<(?Bsee  road  will  sustain  the  relation  of  a  common  trunk  to  all. 

■jjt^e  Alabama  Central  railroad,  commencing  in  the  State  of  Missis- 
sippi, mA  extending  to  Selma,  is  the  appropriate  extension,  east,  of  the 
Misaissvpm  Southern  railroad,  designed  to  traverse  the  State  of  Mississippi 
centrally  ■fijom  west  to  east.  This  line  has  been  placed  under  contract 
from  the  ^tate  line  to  Selma.  It  is  proposed  to  extend  it  still  farther 
eastward,  so  as  to  form  a  connexion  at  Montgomery  with  the  Mmt- 
gomery  and  Wcei  Point  road.  By  the  completion  of  the  above  work 
and  its  conneotieg  lines,  a  direct  and  continuous  railroad  would  be 
ibrmed,  extending  J5»m  the  Atlantic  ports  of  Charleston  and  Sav.innah 
to  the  Mississippi  ,ri,ver  at  Vicksburg,  and  traversing,  for  a  greater 
portion  of  the  distance,  a  region  of  extraordinary  productiveness.  Its 
importance  as  a  through-line  of  travel  will  be  readily  appreciated  from 
an  examination  of  the  accompanying  map.  The  whole  of  this  great 
line,  with  the  exception  of  tlje  link  from  Selma  to  Montgomery,  which 
will,  for  the  present,  be  supplied  by  the  Alabama  river,  is  in  progress. 
Another  line  of  very  considerable  magnitude  is  the  proposed  road 
from  Girard,  a  town  upon  theOliiattahoochee  river,  opposite  Columbus, 
to  Mobile,  under  the  title  of  the  Girard  railroad.  A  portion  of  the 
eastern  division  of  this  road  is  uader  contract.  Its  whole  length  is 
about  210  miles.  It  traverses,  for  a  considerable  part  of  its  length,  a  rich 
planting  region,  only  sparsely  settled,  for  the  want  of  suitable  avenues. 
This  line  would  form  a  very  important  extension  of  the  Muscogee  and 
the  Georgia  system  of  roads.  Of  its  eventual  construction  there  can 
be  no  doubt,  though  the  means  applicable  to  the  work  may  not  secure 
this  result  immediately.  The  line  occupies  a  very  important  through- 
route,  and  the  project  will  be  likely  to  receive  the  attention  of  other 
;  parties  interested  in  its  extension,  so  soon  as  tliey  shall  be  released  from 
■  their  present  duties,  by  the  completion  of  the  woiis  upon  which  they 
:  axe  now  occupied. 


S.  Doc.  112. 


The  Memphis  and  Charleston  railroad,  the  line  of  which  traverfles  the 
(Treat  Tennessee  valley  in  Alabama  from  east  to  west,  has  already 
been  briefly  noticed.  It  commences  at  Memphis,  the  most  important 
town  upon  the  Mississippi  between  New  Orleans  and  St.  Louis,  and 
passing  through  portions  of  Tennessee,  Mississippi,  a,nd  Alabama, 
tbrms  a  junction  with  the  Nashville  and  Chattanooca  road  in  the  north- 
eastern portion  of  the  last  named  State.  Its  length  is  2S1  miles;  the 
whole  line  is  under  contract.  Its  estimated  cost  is  about  $3,000,000. 
Nearly  the  whole  cost  of  the  road  is  subscribed  in  stock;  and,  as 
ample  means  for  construction  are  already  provided,  the  work  will  be 
uro-ed  forward  toward  completion  with  all  practicable  despatch. 

The  above  line  includes  two  of  the  old  railroad  projects  of  1837 ; 
the  Lagrange^  and  the  Tuscumbia  and  Decatur.  The  former  of  these 
was  abandoned  after  its  line  was  nearly  graded ;  the  latter  was  com- 
pleted with  a.  flat  rail,  and  has  for  late  years  been  worked  by  horses 
as  the  motive-power.  The  original  object  of  the  last  named  road  was 
to  serve  as  a  portage  around  the  "Muscle  Shoals,"  which  in  low 
waier  are  a  complete  obstruction  to  the  navigation  of  the  Tennessee 
river.  Both  of  the  above  roads  have  been  merged  in  the  Memphis  and 
Charleston  road,  and  arc  now  portions  of  it,  and  their  direction  co- 
incides with  that  of  the  great  line.  Their  adoption  will  diminish  largely 
I  the  cost  of  the  latter. 

The  Memphis  and  Charleston  road,  as  part  of  a  great  line  con- 
necting, by  a  very  direct  and  favorable  route,  the  leading  southern 
Atlantic  cities,  Charleston  and  Savannah,  with  the  Mississippi  river, 
may  be  urged  as  of  national  importance,  and  must  become  the  chan- 
I  nel  of  a  large  trade  and  travel.    Its  western  division  will  form  a  con- 
venient outlet  to  the  Mississippi  river,  for  that  portion  of  the  Tennessee 
valley ;  and  will  save  the  long  circuit  at  present  made  by  way  of  the 
Tennessee,  Ohio,  and  Mississippi  rivers.    For  the  eastern  part  of  this 
great  valley,  it  will  afford  a  convenient  outlet  to  the  Atlantic  ports.     It 
\vill,  when  completed,  form  a  part  of  the  shortest  practicable  line  of 
railroad  between  the  Mississippi  and  the  Atlantic — a  fact  in  itself 
I  sufficient  to  establish  its  claims  to  public  consideration.  For  the  greater 
[part  of  its  length  it  traverses  the  "  Tennessee  valley,"  one  of  the  most 
Ifertile  districts  in  the  United  States.     This  road  will  add  largely  to  the 
Icommercial  importance  of  Charleston  and  Savannah,  by  securing  to 
Ithem  a  portion  of  a  large  trade  now  drawn  off  to  the  Mississippi  for 
Iwant  of  an  eastern  outlet. 

The  only  considerable  work  in  operation  in  Alabama,  is  the 
\Montgomcry  and  West  Point  railroad.  This  being  one  of  the  early  pro- 
jects of  the  South,  was  unfortunate  in  its  original  mode  of  construction, 
and  has  consequently  been  unproductive  till  within  a  few  years.  Under 
its  present  efficient  management  the  road  has  been  completely  reno- 
Vated ;  and  now  properly  takes  rank  among  the  leading  southern  pro- 
jects. It  traverses  a  fertile  and  productive  region,  and  has  a  large 
local  business.  It  occupies  an  important  position  to  the  great  through- 
Jiiie  of  travel  between  the  North  and  the  South.     Travellers  from  Mobile 

nd  New  Orleans  can  reach  Montgomery  by  steamboat,  at  nearly  all 
fceasons  of  the  year.    From  that  point  the  line  of  travel  is  carried  for- 
ward to  the  boundary  line  of  Georgia,  by  the  above  railroad.    From 


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a  Doc.  112. 


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West  Point  to  the  Georgia  roads,  the  distance  is  less  tlion  100  milof 
and  this  link  will  shortly  bo  supplied  by  the  Atlanta  and  Lagrange 
railroad.  The  route  of  the  Montgomery  and  West  Pt)int  railroad  is 
identical  with  that  of  a  great  line  of  travel,  and  is  already  in  possession 
of  a  large  through-business,  which  will  be  much  increased  hy  the  pro- 
gress  of  southern  railroads.  It  may  be  here  stated,  that  it  is  proposed 
to  connect  the  last  portion  of  this  road  with  Columbus,  so  as  to  li)rtn  a 
junction  with  the  Miucogee  railroad.  Such  an  improvement  woulj 
constitute  the  Mrmt^omery  and  Wat  Point  road  the  trunk  of  two  great 
eastern  lines.  It  is  also  proposed  to  extend  a  line  of  railroad  from 
Montgomeiy  to  Mobile.  Although  there  can  be  no  doubt  of  the  ulti- 
mate  renlizntion  of  this  lust  project,  it  is  not  yet  sufficiently  matured  to 
demand  further  notice. 

,  ,  MISSISSIPPI. 

Pojiulation  in  1830,  136,621 ;  in  1840,  376,661 ;  in  1850,  600,655. 
Area  in  square  miles,  47,156  ;  inhabitants  to  square  mile,  12.86. 

The  only  important  work  in  operation  in  Mississippi  is  the  Sovth- 
em  railroad,  extending  from  Vicksburg  to  Brandon,  a  distance  of 
about  sixty  miles.  This,  like  the  Montgoma'tj  and  West  Point  railroad, 
was  one  of  the  early  projects  of  the  South,  and  has  experienced  a 
similar  history.  By  the  original  plan  it  was  proposed  to  make  this 
part  of  a  line  extending  through  the  States  of  Mississippi  and  Alabama 
to  Georgia,  and,  in  connexion  with  the  roads  of  that  State,  to  the  At- 
lantic. As  was  the  case  with  so  many  southern  roads,  the  scheme 
proved  a  failure.  It  is,  however,  reviving  under  circumstances  that 
promise  full  success.    As  already  seen,  a  greater  part  of  the  Alabama 

Eortion  is  either  completed  or  in  progress;  and  operations  are  about  to 
e  commenced  upon  the  unfinished  Mississippi  section.  When  com- 
pleted, this  line  will  prove  a  work  of  great  public  utility.  There  is 
none  in  the  country  for  which  there  is  greater  apparent  necessity. 
The  whole  route  traverses  one  of  the  richest  planting  districts  in  tlie 
south ;  and  as  the  people  on  its  line  can  readily  furnish  the  necessary 
means,  its  early  construction  is  not  to  be  doubted.     • 

Of  the  proposed  lines  in  this  State,  the  most  important  is  the  Nno 
Orleans,  Jackson,  and  Northern,  by  means  of  which  tne  city  of  New  Or- 
leans aims  at  opening  a  communication  with  the  roads  in  progress  in 
the  southern  and  western  States.  The  proposed  northern  terminus  of 
this  great  work  is  Nashville,  the  capital  of  the  Stale  of  Tennessee.  The 
length  of  the  road  will  be  about  five  hundred  miles.  It  is  regarded 
with  especial  favor  by  the  people  of  New  Orleans,  and  is  one  of  the 
great  works  by  which  that  city  proposes  to  restore  to  herself  a  trade 
which  has  in  a  measure  been  lost;  to  turn  again  the  tide  of  western 
commerce  in  her  favor;  and  to  develop  the  immense  resources  of  an 
extensive  region  of  country,  to  the  commerce  of  which  she  may  justly 
lay  claim.  The  magnitude  of  this  project  is  well  suited  to  the  great- 
ness of  the  objects  sought  to  be  accomplished.  After  a  long  period 
of  supineness,  the  city  of  New  Orleans  is  at  last  fully  awakened;  and 
as  an  evidence  of  the  interest  already  excited,  and  an  earnest  of  fu- 
ture efG>rts,  she  has  subscribed  $2,000,000  to  the  stock  of  the  above 


S.  Doe.  118. 


S41 


^: 


roaci,  and  is  adopting  the  most  vigorous  and  effective  mcastires  to  se- 
cure its  early  construction.  With  the  nssiatancc  otlcrcil  by  New  Or- 
leans, the  people  on  the  line  of  the  road  can  readily  furnish  trie  balance 
nccfssary  Ibr  the  work.  It  traverses  a  region  of  great  wealth  and  pro- 
ductiveness, the  inhabitants  of  which  are  alive  to  the  importance  or  the 
^vol•k,  «ind  stand  ready  to  contribute  freely  whatever  may  be  required 
of  tlicm.  When  the  great  interest  that  the  city  of  New  Orleans  has  at 
stfike  in  the  success  of  the  above  work,  and  the  local  means  that  can 
bo  brought  to  bear  upon  it,  are  considered,  its  early  construction  cannot 
l)e  doubted.  The  route  is  remarkably  favorable,  and  the  road  can  be 
built,  l<>r  a  greater  part  of  the  distance,  at  the  minimum  cost  of  southern 
roads.  The  line  of  this  road  has  not  been  definitely  located,  but  will 
prohably  pursue  a  pretty  direct  course  by  way  of  Jackson  and  Aber- 
deen, ^li8sissippi,  and  J^lorence,  Alabama. 

The  next  great  line  in  the  Stfite  is  the  Mississippi  Central,  extendirg 
from  Canton  in  a  northerly  direction,  and  passing  through  Holly  Springs 
to  the  State  line  of  Tennessee.     Thence  it  is  proposed  to  extend  it  lo 
Jackson,  in  the  latter  State,  there  to  form  a  junction  with  the  Mobile 
nnd  Ohio  road,  and  the  proposed  line  from  Louisville,  Kentucky,  to 
Memphis.     At  Canton  it  will  unite  with  a  road  now  in  progress  to 
Jack.son,  and,  in  connexion  with  this  short  link,  will  constitute  the 
legitimate  extension,  northward,  of  the  New  Orleans  and  Jackson  line. 
Although  the  work  of  construction  has  not  yet  commenced,  ample 
means  have  already  been  provided  by  the  counties,  and  the  wealthy 
planters  ujwn  its  line.     The  object  of  the  road  is  to  open  an  outlet  for 
the  rich  cotton  lands  traversed  by  it,  which  are  now  deprived  of  all 
suitable  means  of  sending  their  products  to  a  market.     Whenever  rail- 
roads are  constructed  in  the  south,  they  diminish  so  Inrgely  the  cost  of 
transportation,  and  consequently  increase  the  profits  of  tlie  planter,  that 
a  necessity  is  imixised  upon  otner  districts  to  engage  in  their  construc- 
tion, as  the  means  of  competing  successfully  with  those  in  possession 
of  such  works. 

The  above  road,  with  its  connecting  links,  will  constitute  an  import- 
ant line  of  through  travel  between  New  Orleans  and  the  northern 
States. 

Another  road  of  considerable  importance  is  proposed  through  the 
nori'iern  part  of  the  State,  commencing  at  Memphis,  Tennessee,  and 
Diissing  through  Holly  Springs  and  the  northern  tier  of  counties  to  the 
Tennessee  river.  One  of  its  leading  objects  is  the  accommodation  of 
a  very  rich  and  productive  planting  district.  The  line  of  the  Memphis 
and  Cluirlcston  road  will  also  traverse  a  small  portion  of  the  northeast- 
ern corner  of  the  State. 


h    I 


W 


LOUISIANA. 


Population  in  1830,  215,739;  in  1840,  352,411 ;  in  1850,  617,739. 
Area  in  scjuare  miles,  46,431 ;  inhabitants  to  square  mile,  11.15. 

The  Stute  of  Louisiana,  having  in  the  Mississippi  river  a  convenient 
channel  not  only  for  the  trade  and  travel  of  its  own  people,  but  for 
opening  to  them  the  interior  commerce  of  the  country,  nas  neither  at- 
tempted nor  accomplished  much  in  works  of  artificial  improvement. 


842 


S.  Doc.  112. 


ill"  I. 


C-ls» 


I  ■  i 


Before  railroads  were  brought  into  use,  the  river  afforded  the  best 
known  mode  of  transportation,  both  for  persons  and  property,  and  lono 
habit  had  produced  a  conviction  that  it  could  not  be  superseded  by 
any  other  channels  or  routes  of  commerce.  No  representations  could 
awaken  the  people  of  New  Orleans  to  a  sense  of  the  importance  of  fol- 
lowing  the  example  of  other  cities,  and  of  strengthening  their  natural 
position,  by  artincial  works,  till  a  diminished  trade— the  result  of  the 
works  of  rival  communities — ^rendered  the  necessity  of  undertaking 
similar  improvements  too  apparent  to  be  longer  delayed.  Although  the 
projects  of  the  northern  and  eastern  States,  by  which  they  sought  to  reach 
the  trade  of  the  Mississippi  basin,  had  been  only  partially  accomplished, 
yet  the  influence  which  tney  exerted,  even  in  their  infancy,  in  diverting 
the  commerce  of  that  great  valley  from  its  natural  and  accustomed 
channels,  has  been  so  marked  and  decided,  that,  for  a  few  years  past, 
the  trade  between  New  Orleans  and  the  distant  portions  of  the  great 
valley  has  diminished — at  least  has  not  increased — notwithstanding  the 
rapid  increase  of  the  West  in  population  and  production.  Such  a  fact 
was  too  startling  not  to  arouse  the  whole  community  to  a  sense  of  the 
necessity  of  takmg  the  proper  steps  to  avert  a  calamity  threatening 
the  loss  of  their  trade  and  commercial  importance ;  and  the  people  of 
New  Orleans  are  now  taking  the  most  efficient  measures  to  repair  the 
consequences  of  their  neglect,  and  are  busily  engaged  in  the  prosecution 
of  two  great  works,  by  means  of  which  they  propose  to  reestablish  and 
retain  the  hold  they  once  had  upon  the  trade  of  the  Mississippi  valley. 

The  leading  project  now  engaging  the  attention  of  the  people  of  Loui- 
siana, and  particularly  those  of  New  Orleans,  is  the  JScw  Orleans  and 
Nashville  railroad,  by  constructing  which  they  propose  to  connect  them- 
selves not  only  directly  with  a  region  of  country  capable  of  supplying 
the  largest  amount  of  trade,  but  with  the  numerous  railroads  now  in 
progress  in  the  south  and  west.  The  length  of  this  road  will  not  he 
tiir  from  500  miles.  It  will  traverse,  as  is  well  known,  a  very  fertile 
and  productive  region,  and  at  its  northern  terminus,  will  be  brought 
into  communication  by  railroad  with  every  portion  of  the  country.  It 
is  believed  that  this  road  will  exert  a  strong  counteracting  influence  to 
the  efforts  now  made  to  draw  off*  the  trade  of  the  Mississippi  valley  to- 
ward other  cities.  The  whole  line  is  now  under  survey,  and  will  be 
placed  under  contract  as  soon  as  practicable,  when  the  work  of  con- 
struction will  be  urged  forward  with  the  greatest  possible  despatch. 

The  other  leading  project  dividing  the  attention  of  the  State  with 
that  described,  is  the  New  Orleans  and  Oyelovsas  railroad.  The  object 
of  this  road  is  to  accommodate  the  trade  and  travel  of  the  country 
traversed,  and  eventually  to  form  the  trunk  of  two  other  great  lines; 
one  extending  into  Texas,  with  the  expectation  that  it  will  eventually 
be  carried  across  the  continent  to  the  Pacific ;  and  the  other  in  a 
northerly  direction,  through  Arkansas,  to  St.  Louis.  These  extensions, 
however,  form  no  part  of  the  present  project,  which  is  limited  to  the 
territory  of  the  State. 

The  route  of  this  road  traverses  the  great  sugar-producing  district  of  I 
Louisiana,  from  which  transportation  to  a  market,  on  account  of  the 
impossibility  of  constructing  good  eaith-roads,  involves  a  heavy  ex- 
pense and  great  delay.    For  the  immense  products  of  this  portion  of  i 


fW^ 


S.  Doc.  112. 


843 


Mi 


the  State,  the  road  will  constitute  a  suitable  outlet  in  the  convenient 
direction  of  trade.  The  work  of  construction  will  be  commenced  im- 
mediately, as  ample  means  are  prepared  for  this  purpose. 

The  above  are  the  two  leadmg  works  of  the  State,  and  alone  re- 
quire particular  description.  Most  of  the  projects  that  will  be  con- 
structed within  the  State,  for  some  years  to  come,  will  probably  be 
based  upon  the  above  lines. 

The  influence  which  railroads  are  calculated  to  exert  upon  the  com- 
merce, and  in  this  manner  upon  the  public  sentiment  of  a  community, 
has  been  remarkably  illustrated  in  the  present  condition  of  the  trade  ot 
New  Orleans ;  and  m  the  extraordinary  revolution  which  a  conviction 
of  the  necessity  of  these  works,  as  a  means  of  maintaining  their  prosperity 
and  commerce,  has  effected  in  the  pohtical  organization  of  that  city  and 
the  State.  So  long  as  commerce  was  confined  entirely  to  natural 
channels.  New  Orleans  occupied  a  position  possessing  greater  advan- 
tages than  any  other  city  on  this  continent.  She  held  the  key  to  the 
commerce  of  its  largest  and  most  productive  basin,  watered  by  rivers 
which  afford  50,000  miles  of  inland  navigation.  This  basin  is  now  the 
principal  producing  region  of  those  aiticles  which  form  the  basis  ot 
our  foreign  and  domestic  commerce. 

The  ability,  therefore,  to  monopolize  this  trade,  will  be  the  test  of 
commercial  supremacy  among  numerous  competitors.  Before  the  con- 
struction of  artificial  channels.  New  Orleans  enjoyed  a  natural  monopoty 
of  the  trade  of  the  Mississippi  valley.  But  it  has  already  been  demon- 
strated that  in  the  United  States,  natural  channels  of  commerce  are  in- 
sufficiently matched  against  those  of  an  artificial  character.  The  pro- 
gress of  the  latter  has  already  made  serious  inroads  upon  a  trade,  to 
which  the  merchants  of  New  Orleans  formerly  supposed  they  had  a 
prescriptive  right.  There  can  be  no  doubt  that  this  trade  is  to  be 
turned  toward  the  eastern  cities,  unless  it  can  be  restored  to  its  old 
routes  by  the  construction  of  channels  better  suited  to  its  wants  than 
the  Mississippi  river  and  its  tributaries.  As  already  stated,  the  people 
neither  of  New  Orleans,  nor  of  the  State,  could  be  induced  to  act,  till 
the  danger  to  be  averted  became  imminent.  But  as,  in  the  southern 
States,  works  of  the  magnitude  proposed  cannot  be  executed  by  private 
enterprise,  it  was  found,  so  far  as  Louisiana  was  concerned,  that  neither 
the  credit  of  the  State,  nor  that  of  the  city  of  New  Orleans,  could  be  made 
available  to  the  works  proposed ;  that  of  the  State  from  a  constitutional 
inhibition,  and  that  of  the  city  because  it  had  already  been  dishonored. 
Under  these  circumstances,  is  was  felt  that  the  first  step  to  be  taken 
was  to  remove  the  disability  on  the  part  of  the  State,  and  to  restore 
the  credit  of  the  city,  to  a  point  at  which  it  could  be  made  available  for 
the  carrying  out  of  plans  designed  to  promote  its  growth  and  pros- 
perity. Both  objects  have  already  been  accomplished.  The  consti- 
tution of  the  State  has  been  remodelled,  so  as  to  permit  extension  of 
aid  to  railroad  projects.  A  much  greater  change  has  been  effected,  as 
far  as  New  Orleans  itself  is  concerned.  Up  to  a  recent  period  that  city 
was  divided  into  three  municipalities,  each  having  a  distinct  political  or- 
ganization. Each  of  these  municipalities  had  contracted  large  debts,  the 
payment  of  which  had  been  dishonored.  Their  credits,  of  course, 
could  not  be  made  available  for  any  works  of  improvement.    It  was 


*: 


844 


a  Doc.  113. 


11^ 


seen  that  the  proper  and  only  course  for  the  accomplishment  of  the  re- 

suits  aimed  at,  was  to  consolidate  the  different  organizations  into  one 

body,  and  pay  ofi'old  liabilities  by  new  loan.*  restmg  upon  the  credit 

of  the  whole  city.     All  this  has  been  eflected.    The  result  has  been 

magical.     The  credit  of  the  city  has  been  completely  restored.    The 

new  loan,  to  pay  off  outstanding  liabilities,  commanded  a  handsome 

iremium,  ana  the  city  is  now  in  a  position  to  extend  efficient  aid  to 

ler  proposed  works.     As  the  loss  of  her  business  and  her  credit  could 

)e  directly  traced  to  the  indifference  with  which  she  regarded  all 

works  of  internal  improvement,  she  proposes  to  restore  both  by  calling 

to  her  assistance  all  the  agencies  supplied  by  modern  science  in  aid  of 

human  efforts,  and  in  the  creation  of  wealth. 

In  addition  to  the  recent  loan  of  $2,000,000  referred  to,  the  city  has 
voted  $2,000,000  in  aid  of  the  New  Orleans  and  Nashville,  and 
$1,500,000  to  the  New  Orleans  and  OjJelmsas  roads.  These  sums 
will  probably  be  increased,  should  it  be  found  necessary  to  the  accom- 
plishment of  their  objects.  Both  works  are  to  be  pushed  forward  with 
{Jl  the  despatch  called  for  by  the  exigencies  demanding  their  construc- 
tion. 

There  are  two  or  three  short  roads  in  operation  in  this  State,  of  a 
local  character,  and  other  lines  are  projected ;  but  they  are  not  suflB- 
ciently  matured  to  call  lor  particular  notice  in  this  report. 

TJEXAS. 


Population  in  1850,  212,592.  Area  in  square  miles,  237,321;  in- 
habitants to  square  mile,  0.89. 

The  State  of  Texas  has  been  too  recently  settled  to  allow  time  for 
the  construction  of  extensive  lines  of  railroad.  It  must,  however,  soon 
become  an  active  tlieatre  for  the  progress  of"  these  works,  which  are  not 
only  very  much  needed,  but  for  which  the  topographical  features 
of  the  State  are  favorable.  The  surface  of  the  greater  part  of  it 
consists  of  level,  open  prairies,  which  can  be  prepared  for  tne  super- 
structure of  railroads .  at  a  slight  expense.  The  soil  is  of  great 
fertility,  capable  of  producing  large  quantities  of  sugar  and  cotton, 
which  must  ultimately  be  forwarded  over  railroads  to  maiket,  from  the 
absence  of  navigable  rivers. 

The  most  prominent  projects,  at  the  present  time,  occupying  tbfi  atten- 
tion of  the  people  of  this  State,  are  the  proposed  road  from  Galveston  to 
the  Red  river,  and  the  extension  westward  of  the  New  Orleans  and  Ope- 
lousas  raihoad.  The  line  of  the  former  of  these  extends  from  Galveston 
in  a  generally  northern  direction,  between  the  Brazos  and  Trinity  rivers, 
to  the  Red  river,  which  forms  the  northern  boundary  of  the  State.  It  will 
be  about  four  hundred  miles  long.  Through  its  whole  length  it  trav- 
erses a  fertile  region,  well  adapted  to  the  culture  of  cotton.  This  por- 
tion of  Texas  is  entirely  wanting  in  any  natural  outlet  for  its  products. 
It  already  contains  a  large  and  thriving  population,  capable  of  supply- 
ing a  lucrative  traffic  to  a  road.  Towards  this  project  the  State  has 
made  a  grant  of  lands  ecjual  to  5,000  acres  per  mile  of  road,  and  will, 
if  necessary,  extend  farther  aid.  These  lands  are  a  gratuity  to  the 
company  constructing  the  road.     Measures  are  now  in  progress  which 


S.  Doc.  113. 


845 


hrill  probably  result  in  placing  the  whole  of  thin  important  work  under 
contract.  When  completed  it  will  prove  of  grcnt  benefit  to  the  people 
[upon  its  route,  and  to  northern  Texcs;  will  add  a  large  area  to  the  amil- 
Li/e  cotton-producing  district  of  the  South,  iind  will  greatly  increase  the 
Icomnaercial  importance  of  Galveston,  the  prineipiil  scjiport  of  tlju  State. 

The  other  work  referred  to  traverses  the  Htnte  from  east  to  west,  con- 
Inecting  at  its  eastern  terminus  with  the  New  Orhansavd  Ojwlougas 
l^ad.     The  above  is  proposed,  not  only  as  an  outlet  it)r  the  trade  and 

ninerce  of  the  central  portion  of  the  Htatc,  but  as  pnrt  of  a  gient  line 
|of  railroad  corinectirig  the  Gulf  of  Mexico  with  the  Pacific.  It  is  claimed 
[that  through  Texas  is  to  be  found  the  approprijite  line  for  such  a  work. 
Ighould  such  prove  to  be  the  fact,  the  proposed  line  will  coincide  with 
jtiie  route  of  the  national  road,  as  far  u»  thr;  territory  ol"  Texas  is  con- 
Icerned.  Apart,  hovvever,  from  all  considerations  of  its  becoming 
[ajwrtion  of  the  Pacific  project,  the  necessity  for  a  rnilroad  traversing 
Ithe  State  from  east  to  west  is  so  urgent,  that  its  speedy  construction 
I  may  be  considered  certain. 

No  State  in  the  Union  is  making  more  rapid  progress  than  Texas, 
land  the  lapse  of  time  will  surely  bring  with  it  all  the  minrovements  we 
Ifind  in  older  States.  The  value  of  suc.-h  works  is  fully  appreciated, 
land  there  is  every  disposition  to  encourage  their  construction  by  liberal 
Lants  of  land,  of  which  the  State  hohls  vast  bodies.  The  only  re- 
[maining  work  in  progress  in  the  State  is  the  Buffulo  linyou,  Brazos,  and 
\Cdorado  road,  extending  from  Harrisburg,  on  Buffido  bayou,  to  the 
Brazos  river,  a  distance  of  thirty-two  miles.  The  object  of  this  road  is 
Ito  divert  the  trade  of  that  river  to  Galveston  bay.  This  trade  has  al- 
Iready  become  important,  and  the  above;  work  will  open  for  it  an  outlet 
lin  a  convenient  direction  to  the  principal  seaport  of  the  State. 

There  are  numerous  other  projects  engaging  the  attcnition  of  the  peo- 
Iple  in  various  portions  of  the  Slate ;  but  there  are  none,  except  those 
described,  of  whicii  the  direction  and  objects  are  sufficiently  de- 
fined, to  fall  within  the  scope  of  this  notice.  When  the  great  area  of 
Texas,  the  favorable  character  of  its  territory  for  the  construction  of 
raibroads,  its  resources,  an  1  the  dense  population  it  will  soon  contain, 
are  taken  into  considerrLlion,  there  can  be  no  doubt  that  it  will,  ere  long, 
become  an  active  theatre  of  railroad  enter j)ris(j  and  success. 

In  addition  to  those  r  x'd,  the  tldlowing  projects  are  attracting  more 
or  less  attention  throughout  the  State,  vi/: 

1.  The  T.xas  Western  railroad,  to  run  from  Corpus  Christi  to  such 
pints  on  the  Rio  Grande  as  may  be  deemed  expedient,  in  the  direction 
of  El  Paso. 

2.  The  Goliad  and  Aromas  Bay  railroad. 

3.  The  Lavaca  railroad,  to  run  up  Guadalupe  valley. 

4.  The  San  Antonio  and  Mexican  ii/?///^ railroad,  to  run  from  some  point 
on  the  coast  between  Galveston  and  Coipus  Christi  to  San  Antonio. 

5.  The  Brazos  and  Colorado  railroad,  from  Austin  to  Galveston  bay, 

6.  The  Henderson  and  BnrhnUe  road,  fVoni  Burkville  to  Henderson. 

7.  The  Vickshurg  and  Austin  City  road. 

8.  The  Vickshurg  and  El  Paw  roud,  in  about  22°  latitude. 


•  %. 


t  H 


846 


S.  Doc.  112. 


ARKANSAS. 


Population  in  1830,  (Territory,)  30,388;  in  1840,  97,574;  in  185i 
209,639.  Area  in  square  miles,  52,198;  inhabitants  to  square  mij 
4.01. 

This  State  has  heretofore  been  regarded  as  too  remote,  and  too  thir 
settled,  to  become  the  tlieatre  of  railroad  entexprises.  A  number 
important  projects,  however,  are  now  attracting  great  attention  ani 
interest  among  her  people.  The  leading  of  these  are  thf  propogei 
road  from  Little  Rock  tc  the  Mississippi  river,  opposite  Memphis,  \vit| 
a  branch  to  Helena;  a  road  from  Little  Rock  to  Shreveport.  on  Re, 
river  ;  and  the  line  running  from  St.  Louis  to  New  Orleans. .  The  pn 
jects  are  rapidly  assuming  a  definite  shape.  The  want  of  a  deni 
population,  and  consequently  of  means  for  the  execution  of  enterprise 
of  magnitude,  may,  for  the  present,  delay  the  construction  of  roads  ii 
this  State;  but,  as  in  other  western  States,  they  will  follow  close  u 
the  wants  and  the  ability  of  the  people  of  Arkansas  to  construct  thei 

TENNESSEE. 

Population  in  1830,  081,904;  in  1840,  829,210;  in  1850,  1,002,625) 
Area  in  square  miles,  45,600  ;  inhabitants  to  square  mile,  21.98.       I 

The  remarks  by  which  the  notice  of  the  Kentucky  improvementi 

is  prefaced,  are  appropriate  to  those  of  Tennessee.     The  early  pro 

jects  of  this  State  were  equally  unfortunate ;  they  shared  a  simili 

fate,  and  produced  the  same  results,   so  far  as  the  public  mind  wi 

concerned.     It  required  the  same  efforts  to  restore  to  the  people  of  th 

State  confidence  in  their  ability  to  execute  these  works,  and  arouse  tli«| 

public  mind  to  a  sense  of  their  value.     This  object  has  been  fully 

complished.     An  elaborate  system  has  been  devised,  adapted  to  thel 

wants  of  every  portion  of  its  territory,  and  toward  the  construction  o3 

it  the  State  guaranties  a  credit  to  the  amount  of  $8,000  per  mile] 

for  the  purchase  of  iron  and  equipment,  upon  the  condition  that  thef 

companies  prepare  the  road-beds,  and  defray  all  other  charges  on 

constriiclion.     The  Stale  retains  a  lien  upon  the  whole  property, 

security  for  the  amount  advanced.     The  companies  embraced  in  the) 

internal  improvement  act  are  the  following :   The  Chattanooea  an| 

Charleston,  the  Nashville  and  Northwestern,  the  Louisville  and  Nasb 

ville,  the  Southwestern,  the  McMinnville  and  Manchester,  the  Memptiiji 

and  Charleston,  the  Nashville  and  Southern,  the  Mobile  and  Ohio,  tliej 

Nashville  and  Memphis,  the  Nashville  and  Cincinnati,  the  Eat;t  Ten 

nessee  and  Virginia,  the  Memphis,  Clarksville,  and  Louisville,  and  thel 

Winchester  and  Alabama  railroads — making,  in  the  aggregate,  aboul 

1,000  miles  of  line.     This  act  is  believed  to  be  judicious  on  the  partoJ 

the  State,  as  it  will  secure  the  construction  of  most  of  the  projectij 

coming  within  its  provisions,  without  the  risk  of  loss.     By  the  use  ol 

the  credit  of  the  State,  railroad  companies  will  be  enabled  to  save  a 

large  sum  in  discounts  and  commissions,  which  other  roads  are  com-l 

pelled  to  pay,  upon  the  sale  of  their  own  securities. 

The  most  prominent  road  in  the  State,  at  the  present  time,  is  th( 
Nashville  and  Chattanooga  railroad,  connecting  the  above  places  by  a| 


S.  Doc.  112. 


847 


Lje  of  151  miles.  Chattanooga  is  already  connected  by  railroad  with 
the  cities  of  Charleston  and  Savannah.     About  100  miles  of  the  above 

Lad  are  completed,  and  it  is  expected  that  by  the  first  of  Januaiy  next 
the  Tennessee  river  will  be  reached,  and  that  the  whole  line  will  be 

[completed  in  a  few  months  after  that  event. 
Tne  above  road  is  the  appropriate  extension  of  the  Georgia  and 

Igouth  Carolina  lines  into  the  Mississippi  valley,  to  which  it  opens 
gn  outlet  on  the  southern  Atlantic  coast.  For  the  want  of  other  lines 
of  communication,  the  Mississippi  river  and  its  branches  have  been  the 
outlet  of  the  trade  of  Tennessee.     The  completion  of  the  roads  now 

I  in  progress  will  liberate  this  trade  from  the  long  circuit  it  has  been 
compelled  to  take,  by  way  of  the  Cumberland  and  Tennessee  rivers, 
to  market,  and  bring  it  into  direct  communication  with  its  best  cus- 

Itomers,  the  cotton-producing  portions  of  the  southern  States. 
The  road  is  important,  not  only  for  the  reasons  slated,  but  as  a  con- 

Inecting  Hnk  between  two  great  systems  of  railroad  occupying  the 
northern  and  southern  States.     At  Chattanooga  and  Winchester  this 

\r,n(\  will  connect  with  the  railroads  of  Charleston,  Georgia,  .and  Ala- 
bama. Its  northern  terminus,  Nashville,  is  the  radiating  point  of  a 
number  of  important  roads,  all  of  which  will  soon  be  in  progress,  ex- 
tending towards  Cincinnati,  Louisville,  E vansville,  and  the  Mississippi 
'iver. 
This  road  has  communicated  a  new  impulse;  and,  in  fact,  it  maybe 

[said  to  have  given  birth  to  most  of  the  important  projects  in  progress 
in  the  central  portion  of  the  State.  It  constitutes  the  channel  of  com- 
munication with  other  roads,  and  supplies  them  with  necessary  outlets 
and  connexions ;  without  which  there  would  be  no  sufficient  inducement 
to  warrant  their  construction.  It  has  been  prosecuted  with  vigor  and 
energy,  and  its  affairs  have  been  managed  with  an  ability  that  has  con- 
tributed not  a  little  to  raise  the  confidence  of  the  southern  people  in  their 
capacity  to  undertake  and  prosecute  successfully  railroad  enterprises. 
Railroads  in  East   Tennessee. — The  eastern  portion  of  the  State  of 

I  Tennessee  has  no  geographical  connexion  with  the  rest  of  the  State, 
and  its  railroad  projects  make  up  no  part  of  the  general  system.     Tht. 

[most  important  of  these  projects  are  the  East  Tennessee  and  Georgia, 

[and  East  Tennessee  and  Virginia  roads.  Together  they  traverse  the 
entire  State  I'rom  north  to  Sf)ulh,  by  a  line  of  about  240    miles,  of 

[which  15  miles  lie  within  the  State  of  Georgia. 

East.    Tennessee  and   Georgia  railroad. — This  road  commences  at 

[Dalton,  and  is  completed  to  Loudon,  on  the  Tennessee  river,  a  distance 
of  80  miles.  It  is  in  progress  to  Knoxville,  its  northern  terminus,  a 
farther  distance  of  30  miles,  making  the  whole  length  of  its  line  110 

[miles.  This  was  one  of  the  early  projects  of  the  South,  under  the  title 
of  the  HiwasDce  railroad,  which  broke   down   after   the  expenditure 

[ujwn  it  of  a  large  sum.     A  few  years  since  it  was  recommenced  under 

[new  auspices,  and  has  been  carried  forward  successfully  to  its  present 

(termination. 

East  Tennessee  and  Virginia  railroad. — The  line  of  this  project  com- 

imenccs  at   Knoxville,  where  it  will   form  a  junction  with  the  road 

[above  described,  and  extend  in  a  northeasterly  course  to  the  Vir- 
ginia State  line,  a  distance  of  130  miles.    Here  it  will  meet  the  Vir- 


11 


848 


S.  Doc.  112. 


ginia  and  Tennessee  railroad.  The  entire  line  of  the  former  is  undp. 
contract,  to  be  ready  for  the  iron  as  soon  as  the  connecting  roads  shalll 
be  opened.  The  line  of  the  East  Tennessee  and  Virginia  road  cduldl 
not  be  bmught  into  profitable  use,  and  would,  in  fact,  hardly  be  acJ 
cessible  without  the  opening  of  the  connecting  roads  above  referred  to,| 
In  addition  to  the  general  provisions  of  the  State,  in  aid  of  railroads,! 
the  sum  of  $300,000  was  granted  to  this  road  for  the  purpose  ofi 
building  several  expensive  bridges.  It  is  believed  that  the  work  willl 
be  completed  withm  three  years  from  the  present  date.  1 

The  above  roads  traverse  a  very  fertile,  but  comparatively  secludedl 
portion  of  the  country.  In  addition  to  its  agricultural  resources,  it  J 
rich  in  the  most  valuable  minerals.  Its  great  distance  from  marJ 
ket  has  proved  a  serious  obstacle  to  its  prosperity;  but,  with  thel 
avenues  which  the  above  roads  will  supply,  it  must  soon  become  oneofi 
the  flourishing  portions  of  the  country  and  the  seat  of  a  large  manu.[ 
facturing,  as  well  as  an  agricultural  interest. 

The  above  roads  derive  their  chief  public  consideration  from  tbeirl 
connexion  with  the  great  national  line,  which  has  been  already  de>l 
scribed,  and  of  which  they  form  an  important  link.  This  great  line! 
will  form  the  shortest  and  most  direct  route  between  Mobile  and  New! 
Orleans,  and  the  North ;  and  must  consequently  become  one  of  thel 
most  important  routes  of  travel  in  the  whole  countiy.  The  lower  paitl 
of  this  line  will  undoubtedly  be  connected  with  Chattanooga  by  al 
short  branch,  giving  connexion  with  the  roads  intersecting  at  that! 
point. 

The  Tennessee  and  Alabama  road  is  a  work  of  much  consequence,! 
as  it  will  be  connected  with  the  Nashville  and  Chattanooga  roiul  all 
Winchester,  with  the  Memphis  and  Charleston  at  Huntsville,  and  with! 
the  Alabama  and  Tennessee  at  Gunter's  Landing.  From  Winchester 
to  Huntsville  the  distance  is  about  46  miles.  For  this  distance  thel 
whole  line  is  under  contract,  and  well  advanced  towards  completion. 

From  Winchester  a  road  is  also  in  progi'ess  to  McMinnville,  a  I 
distance  of  about  35  miles.  From  this  point  it  is  proposed  to  extend 
a  railroad  northerly,  through  Central  Tennessee,  by  way  of  Sparta,  for 
the  purpose  of  forming  a  junction  with  the  southern  extension  of  the 
Lexmgton  and  Danville  railroad  by  way  of  Burkesville,  Kentucky. 
This  is  a  project  entitled  to  State  aid.  It  will  be  seen  that,  with  its 
connexions,  it  would  form  a  direct  route  for  a  railroad  between  thel 
northern  and  southern  States. 

Another  proposed  line,  radiating  from  Nashville,  is  the  Nashv'lle  and  I 
Northwestern    railroad,  extending   from   that  city  to  the  Mississippi 
river,  near  the  northwestern  angle  of  the  Slate.     This  project  aisois 
entitled  to  State  aid,  and  is  regarded  as  essential  to  the  system  which  I 
Tennessee  has  proposed  for  herself.     Its  line  traverses  an  excellent  I 
region  of  country,  and  would  furnish  an  outlet  for  it  in  the  directio 
either  of  Nashville  or  of  the  Mississippi  river.     The  portion  of  this! 
line  towards  Nashville  is  an  expensive  one;  and  this  fact  may,  for  thel 
present,  delay  the  commencement  of  the  work.     « 

The  internnl  improvement  act  of  the  State  contemplates  the  cnn- 
struction  of  three   roads  extending   from   Nashville    in  southern  and] 
southwestern  directions — the  Nashville  and  Southern,  the  Nashville  and 


S.  Doc.  112. 


849 


fjuthwesteiTi,  and  the  Nashville  and  Memphis  roads.  Of  these  the 
Ifjt-namtd  has  made  the  most  progress,  its  route  being  under  survey 
Preparatory  to  plaeing  it  under  contract.  It  is  intended  to  make  this 
load  a  portion  of  the  rsew  Orleans  and  Nashville  line.  Its  line  tra- 
Irerses  one  of  the  best  portions  of  the  State,  able  to  supply  abundant 
Beans  for  the  work,  and  ila  co*.8truetion  may  be  regarded  as  beyond 
QV  reasonable  doubt. 

'The  Nashville  and  Southwestern  road  will  probably  extend  from 
k'ashville  to  the  bend  of  the  Tennessee  river.  For  a  portion  of  the 
distance,  this  and  the  Nashville  and  Southern  may  be  united  in  5ne 
runk  line.  At  the  Tennessee  river  the  above  road  will  form  a 
junction  with  the  Mobile  and  Ohio  road,  and,  through  this,  with  the 
Memphis  and  Charleston  road.  By  means  of  these  connexions  con- 
tinuous lines  of  railroad  will  be  formed,  uniting  Nashville  with  Mem- 
tliis,  New  Oileans,  and  Mobile. 

The  Nashville  and  Memphis  road  will  take  a  more  westerly  dircc- 
hon  than  either  of  the  two  last  named.     Its  object,  in  addition  to  the 
Accommodation  of  the  local  traffic  upon  its  route,  is  to  open  the  shortest 
practicable  communication  between  the  capital  of  the  State  and  its  prin- 
cipal commercial  town.     The  construction  of  this  road  is  believed  to 
te  demanded  on  the  considerations  above  stated.     Its  proposed  line 
iraverses  a  very  excellent  section,  capable  of  affording  a  large  trade ; 
nd  the  city  of  Memphis  must  always  remain  the  entrepot  of  a  large 
oition  of  the  merchandise  imported  into  the  State,  and  the  point  to 
Ihich  must  be   forwarded  a  large  amount  of  its  surplus  products 
designed  for  exportation. 
The  Nashville  and  Louisville  road  is  a  very  important  work,  and 
vill  be  more  particularly  described  with  the  roads  of  the  Stijie  of 
kcntucky,  a  comparatively  small  portion  only  of  the  line  of  this  road 
peing  in  Tennessee.     For  this  project  sufficient  roaans  for  construction 
|iave  been  provided,  and  the  work  is  to  be  immediately  placed  under 
fcontract. 

The  line  of  the  Mobile  and  Ohio  railroad  traverses  Western  Tennessee 
|iom  north  to  south,  and  will  supply  valuable  accommodations  to  that 
portion  of  the  Stated  This  road  may  be  regai'ded  as  an  Alabama 
project,  and  has  been  particularly  described  in  the  notice  of  the  reads 
pf  that  State.  The  Tennessee  divisio  Is  immediately  to  be  placed 
under  contract,  and  as  it  runs  through  r  '•ich  planting  district,  ijbund- 
\\\{  means  can  be  readily  raised  for  its  construction,  in  addition  to  the 
Btate  appropriation. 

The  proposed  Memphis,  Clarksville,  and  Louisville  railroad  is  an- 
btlier  important  project  in  West  Tennessee.  It  will  probably  intersect 
he  Louisville  and  Nashville  road  at  Bowling  Green,  Kentucky.  In 
bnnexion  with  the  latter,  a  very  direct  line  of  road  will  be  ibrmed 
between  Memphis  and  Louisville,  which  will  constitute  a  convenient 
penue  from  the  former  city,  in  a  northeasterly  direction,  and  which 
Rill  become  a  leading  route  of  travel  in  tlie  southwestern  States. 
^t  traverses  a  fertile  section  of  country,  capable  of  supplying  a  lucrative 
laffic.  It  is  probable  that  this  road  may  be  constructed  as  a  branch 
bf  the  Louisville  and  Nashville  road. 


250 


If  . 


S.  Doc.  112. 

KENTUCKY. 


Population  in  1830,687,917;  in  1840,779,828;  in  1850,982,405. 
Area  in  square  miles,  37,380;  inhabitants  to  square  mile,  26.93. 

This  Stale  commenced,  some  years  since,  a  system  of  improvement 
founded  principally  upon  the  plan  of  rendering  navigable  her  principal 
rivers — the  Green,  Licking,  and  Kentucky.  Although  large  sums  were 
expended  upon  these  works,  they  have,  with  the  exception  of  the  jm. 
provements  on  the  Green  river,  proved  of  little  value.  They  are  al. 
most  entirely  unremunerative,  as  far  as  their  tolls  are  concerned- 
although  the  Green  river  improvements  have  been  of  great  advantam 
to  the  country  traversed  by  it,  in  the  outlet  they  have  opened  to  a 
market.  As  a  system  they  have  proved  a  failure,  and  all  idea  of  the 
prosecution  of  works  of  a  similar  kind  has  long  since  been  abandoned. 

Railroads  of  Kentucky, 

Louisville  and  Lexington  railroad. — The  only  railroad  in  operation  in 
the  State  is  the  line  from  Louisville  to  Lexington — made  up  of  the 
Louisville  and  Frankfort  and  Frankfort  and  Lexington  roads.  These 
roads  were  commenced  at  an  early  period  in  the  railroad  history  of  the 
country ;  and  it  has  been  only  after  repeated  eftorts  and  failures  that 
they  have  been  recently  completed.  The  projects  shared  the  fate 
of  all  the  pioneer  western  roads,  having  been  abandoned,  and  their 
completion  postponed  for  many  years  alter  they  were  commenced. 
The  length  of  these  roads  is  93  miles,  and  the  cost  about  $2,500,000. 
The  disastrous  results  which  attended  the  enterprises  referred  to  exerted 
a  most  injurious  effect  upon  the  public  mind  of  the  State.  Discouraged 
by  the  failures  which  had  been  sustained,  the  people  became  almost 
indifferent  to  the  subject  of  internal  improvements,  except  so  far  as 
the  construction  of  Macadamized  roads  was  concerned,  for  the  number 
and  excellence  of  which,  the  State  is  justly  celebrated.  When  the 
public  mind  of  the  West  was  again  turned  to  the  subject  of  railroad 
construction,  it  was  with  the  utmost  difficulty  that  the  people  of  Ken- 
tucky could  be  convinced  of  the  importance  of  these  works,  or  induced 
to  take  any  steps  toward  their  construction.  The  losses  suffered  on 
account  of  the  Louisville  and  Frankfort,  and  Frankfort  and  Lexington, 
railroads,  were  fresh  in  mind ;  and  the  people  distrusted  the  success  of 
the  new  projects  from  experience  of  the  old.  The  example  of  the 
neighboring  States,  whose  success  in  their  recent  efforts  demonstrated 
the  capacity  of  the  West  not  only  to  build  railroads,  but  to  supply  a 
lucrative  traffic  to  them,  and  the  rapid  progress  of  those  regions  of 
country  enjoying  the  advantages  of  these  works,  gradually  inspired 
confidence,  and  aroused  the  people  to  action ;  and  the  State  of  Ken- 
tucky is  now  one  theatre  of  the  most  active  efforts  to  secure  the  con- 
struction of  railroads.  Every  part  of  the  State  is  fully  alive  to  the 
subject,  and  its  surface  will  soon  be  as  thickly  checked  with  lines  as 
are  the  States  of  Ohio  and  Indiana. 

The  leading  lines  in  the  State,  now  in  progress,  are — 
1.  The  Louisville  and  Nashville  railroad. — The  line  of  this  road  will 
be  about  180  raiies  long.    Its  route  has  been  determined,  and  will  pass 


S.  Doc.  112. « 


251 


lough  a  very  fertile  portion  of  the  State,  cnpnble  of  supplying  an 

jnense  traffic  to  a  railroad,  and  entirely  wanting  in  suitable  outlets  to 

larkets,  exceptinff  thnt  portion  of  the  route  near  Bowling  Green.     The 

innexions  it  will  form  will  be  of  sufficient  importance  to  give  the 

ork  a  national  character,  as  it  will  probably  be  the  most  conspicuous 

nnecting  link  between  the  roads  of  the  two  extremes  of  the  confed- 

«,cy.    The  road  is  to  be  placed  immcdia.cly  under  contract;  and  as 

nple  means  are  already  provided  for  this  ^  urri'-'f',  its  construction,  at 

le  earliest  practicable  period,  may  be  •      .own  as  certain. 

A  very  important  branch  from  the  .iuove  road— exceeding  in  length 

en  the  main  trunk — is  the  proposed  Memphis,  Clarksvillc,  and  Louis- 

ille  road,  which  has  already  been  described  under  the  head  of  •'  Ten- 

ssee."    This  road  will  probably  leave  the  Nashville  and  Louisville 

d  at  Bowhng  Green.    It  will  he  seen  that  the  two  would  form  a  very 

irect  line  between  Louisville  and  Memphis.     The  Memphis  extension 

regarded  with  gieat  favor  by  the  people  of  Louisville,  and  by  the 

iends  of  the  Louisville  and  Nashville  projects.    As  a  large  portion  of 

e  proposed  extension  is  embraced  in  the  State  of  Tennessee,  it  will 

)me  in  tor  the  State  aid ;  and  as  it  traverses  a  rich  section  of  country, 

md  will  receive  the  efficient  support  of  Louisville,  there  can  be  no 

loubt  of  its  speedy  construction. 

Another  line  of  road  proposed,  for  the  purpose  of  connecting  Cin- 
innati  with  Nashville,  and  attracting  much  attention  in  central  and 
uthern  Kentucky,  is  composed  of  the  Covington  and  Lexington  line, 
rough  the  towns  of  Bowling  Green,  Kentucky,  and  Gallatin,  Ten- 
lessee.   A  reference  to  the  annexed  map  will  at  once  show  the  import- 
t  relation  it  bears  to  the  railroad  system  of  the  whole  country.     The 
ity  of  Nashville  is  to  be  the  centre  of  a  great  southern  system  of  rail- 
tads  radiating  in  every  direction  toward  all  the  leading  southern  cities 
lituated  on  the  Atlantic  coast  and  the  culf.     In  a  few  months  this  city 
fill  be  in  direct  communication,  by  railroad,  with  the  cities  of  Savan- 
ah  and  Charleston.    Roads  are  also  in  progress  to  Mobile  and  New 
rleans,  to  various  points  on  the  Mississippi,  and  to  other  portions  of 
e  State.    The  city  of  Louisville  will  be  no  less  favorably  situated, 
Ith  reference  to  the  railroads  of  the  northern  and  eastern  States.    On 
north  and  west,  the  New  Albany,  and  Salem  and  Jeffersonville 
ads,  will  open  a  communication  with  the  roads  of  Ohio,  Indiana,  and 
Illinois,  and  with  the  leading  cities  of  all  these  States.    On  the  east, 
he  line  of  railroad  to  Lexington  will  connect  with  all  the  railroads  radi- 
kting  from  that  point,  some  of  which  will  open  outlets  to  the  eastern 
ptiites,  and  to  the  great  Atlantic  markets. 
The  cost  of  this  road  will  amount  to  about  85,000,000.     Sufficient 
neaiis  have  been  already  provided  to  warrant  its  construction.     The 
^ity  of  Louisville  has  subscribed  to  its  stock  to  the  amount  of  $1,000,000, 
uul  the  counties  on  its  line  have  taken  stock  with  equal  liberality.    The 
oute  traversed  by  this  road  runs  through  one  of  the  most  fertile  and 
Bensely  settled  portions  of  the  State. 

The  Covington  and  Lexington,  and  Danville  and  Nashville. — The  two 
first  links,  having  an  aggregate  length  of  136  miles,  are  already  in 
progress.  Active  measures  are  in  progress  to  secure  the  necessary 
neans  for  the  last.    This  route  will  pass  through  Glasgow,  an  import- 


f^= 


Is-  i      I 
iil,    r  I 


In 


852 


S.  Doc.  112. 


N  ■ 


IW<' 


r    I 


ant  town  in  southern  Keiuucky.  The  upper  portion  of  this  line  may 
be  made  the  trunk  of  two  important  brunches,  one  extending  nearly 
direct  in  a  southerly  course  through  the  State  of  Tennessee,  (tukingthe 
towns  of  Spurta  and  Winchester  in  its  route,)  to  Huntsville,  Alabam!i 
where  it  will  t()rin  a  junction  with  the  Memphis  and  Charleston  road- 
thence  it  will  be  extended  to  Gunter's  Landing,  in  order  to  connect  witil  I 
the  Alabama  and  Tennessee  Iliver  road.  The  portion  of  this  line  fron] 
Winchester,  south,  is  already  in  progress.  Th ;  Tennessee  division  ij 
embraced  in  the  general  facility  bill.  At  Winchester,  this  line  wij|| 
have  a  southeasterly  outlet,  by  means  of  the  Nasi,  ille  and  Chattanooga 
railroad. 

The  other  branch  referred  to  is  the  proposed  road  to  be  constructed 
through  southeastern  Kentucky  and  eastern  Tennessee,  to  Knoxvjl] 
there  to  connect  with  the  lines  of  railroad  centring  at  that  point.  The  i 
importance  of  this  route,  f(jr  a  railroad,  has  always  been  recognised, 
and  that  section  now  under  discussion  formed  a  part  of  the  old  Cin. 
cinnati  and  Charleston  project,  which  attracted  so  much  attention 
tln-ough  the  southern  and  western  States  many  years  since,  and  whicli 
has  been  referred  to  in  another  part  of  this  report.  Measures  are  in  I 
progress  to  secure  the  means  for  this  line.  The  great  obstacle  in  the 
way  of  its  immediate  construction,  is  the  scanty  population  and  want  | 
of  means  on  the  line  of  the  route.  The  importjmee  of  this  link,  how- 
ever, to  the  connexion  lines,  now  on  the  eve  of  completion,  must  se- 1 
cure  to  it  such  foreign  aid  as  shall  be  necessary  to  its  success. 

The  next  line  in  order  is  the  Maymlle  and  Lexington  railroad.  This,  I 
though  started  as  a  local  project,  is  now  projKJsed  as  a  part  of  a  great 
through-line,  connecting  the  most  remote  portions  of  the  country.  At 
Lexington  it  will  form  a  junction  with  all  the  lines  centring  at  that  point. 
From  its  eastern  terminus,  Maysville,  the  Maysville  and  Big  Sandv 
railroad  will  cany  it  forward  to  Portsmouth,  on  the  Ohio  river.  From 
the  latter  place  the  Scioto  and  Hocking  Valley  railroad  is  in  progress, 
which  pursues,  for  some  fifty  miles,  the  same  general  direction  wan  the 
connecting  Kentucky  line,  till  it  f  jrms  a  junction  with  the  Hillsboro  and 
Cincinnati,  and  Cincinnati  and  Marietta  roads,  the  former  of  which  is 
to  constitute  the  extension,  wes  erly,  of  the  Baltimore  and  Ohio,  and 
the  latter  of  the  Pennsylvania  Central  road.  To  the  mouth  of  the  Bic 
Sandy  river,  the  Maysville  and  Big  Sandy  railroad  will  connect  the 
former  with  the  Virginia  Central  road,  which  it  is  proposed  to  carry 
across  the  mountains,  terminating  on  the  Ohio,  at  this  point.  These 
combinations  will  secure  to  the  Alaysville  and  Lexington  road  an  im- 
portant place  in  a  great  line  of  railroad,  traversing  the  countiy  frcm  one  I 
extremity  to  the  other,  in  the  convenient  direction  of  business  and  travel 
With  the  exception  of  the  Maysville  and  Big  Sandy  road,  all  the  links 
necessary  to  this  great  line  are  in  progress.  The  Maysville  and  Lex- 
ington railroad  wiU  probably  be  opened  for  business  during  the  year  I 
1853. 

Lcx'inston  and  Big  Sandij  railroad. — This  proposed  road  is  attract- 
ing much  attention  in  Kentucky,  particularly  that  portion  of  »he  State 
to  be  traversed  by  it.  By  reference  to  the  accompanying  map,  it  wiU 
be  seen  that  it  would  form  a  convenient  portion  of  the  great  line  of  road 
just  referred  to.    Measures  are  in  progress  to  raise  the  means  neces- 


S,  Doc.  112. 


853 


If 


jsarv  for  its  construction,  with  good  proiniso  of  success.  As  a  local 
\jork,  it  will  prove  to  lie  of  grcjit  benefit  to  tlic  country  traversed, 
deprived  as  it  is  of  suitable  and  convenient  avenues  to  market. 

Henderson  attd  Niuhrilte  railroad. — This  line  is  the  Icgitimnto  cxten- 
jion,  southward,  of  the  Wabash  \'ulley  railroad.  As  a  contiecting  link 
between  other  roads,  a  reference  to  the  annexed  map  wiU  give  a  better 
idea  oi  its  importance  than  any  description.  The  southern  shore  of 
Lake  Michigan  will  attract  to  itself  all  the  lines  of  railroad  running  from 
the  Gulf  of  Mexico  in  a  northerly  direction.  Between  this  lake  and  the 
cities  of  New  Orleans  and  Mobde,  the  great  route  of  travel  will  prob- 
ably always  be  by  way  of  Nashville.  This  route  will,  apparently,  be 
the  shortest,  and  most  convenient  and  agreeable  to  the  traveller,  whether 
lor  business  or  pleasure.  It  coincides  with  the  great  route  through 
the  Wabash  valley,  and  has  the  advantage  of  taking  in  its  course 
(he  leading  commercial  towns  in  the  interior  of  the  countiy.  These 
facts  must  always  attach  particular  importance  to  the  Henderson  and 
Nashville  railroad  as  a  through-route,  and  in  this  respect  it  can  hardly 
be  exceeded  by  any  road  of  equal  length  in  the  United  States.  In  a 
local  point  of  view  the  road  is  important,  and  its  prospects  flattering, 
as  it  traverses  a  region  of  great  fertility,  and  already  distinguished  ibr 
the  extent  and  value  of  its  productions. 

A  road  is  ahio  in  proo^ress  from  Louisville  to  Shelby  ville,  which  may 
eventually  be  extended  to  Franktbrt.  A  road  is  also  proposed  from 
Harrodsburg  to  Frankfort.  Another  is  projected  from  Paris,  on  the 
Maysville  and  Lexington  road,  via  Georgetown,  to  connect  with  the 
Louisville  and  Frankfort  railroad,  for  the  purpose  of  cutting  off  the  de- 
tour by  way  of  Lexington. 

The  only  project  remaining  to  be  noted  is  the  Louisville  and  Cincun- 
rciti  road,  which  is  now  beginning  to  attract  much  attention,  not  only 
lin  the  State,  but  in  the  above  cities.     The  necessity  of  the  road  is  > 
daily  becoming  more  and  more  apparent.     Cincinnati  and  Louisville 
ire  S'  -»n  to  become  central  points  in  widely  extended  and  distinct  sys- 
tems jf  roads,  extending  to  the  great  lakes  on  the  one  hand,  and  to  the 
ulf  of  Mexico  on  the  other.     The  public  convenience  and  the  wants 
commerce  require  that  this  connecting  link  should  be  supplied.     The 
avel  between  the  above  cities  is  already  great,  and  is  carried  al- 
ost  entirely  upon  steamboats.     The  time  now  occupied  by  a  trip  is 
)out  twelve  hours.     The  distance  by  river  is  150  miles.     By  the  pro- 
osed  road  it  would  be  reduced  to  ninety-five  miles,  and  the  time  to  tour 
)urs.    Active  measures  are  now  in  progress  to  provide  the  necessary 
ieans  for  this  work,  and  to  place  it  under  contract. 


OHIO. 

Population  in  1S30,  937,903;  in  1840, 1,519,467;  in  1850, 1,980,408.  • 
Sirea  in  square  miles,  39,964;  inhabitants  to  square  mile,  49.55. 

In  considering  the  works  of  improvement  projected  in  the  interior, 
br  the  purpose  of  opening  outlets  for  products,  a  marked  difference  is 
bund  between  them  and  works  constructed  by  our  Atlantic  cities 
pr  the  purpose  of  securing  to  themselves  the  interior  trade  of  the 
ouQtry.  Although  these  last  were  designed  to  reach  aad  accommodate 
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this  tradei  they  took  their  character  and  direction  rather  from  the  suppoaed 
advantage  they  were  to  secure  to  the  cities -which  mainly  furnished  the 
means  for  their  construction,  than  from  that  to  the  countrv  traversed.  Ai 
far  as  practicable,  they  aimed  at  a  monopoly  of  all  the  trade  within 
their  reach ;  but,  with  roads  projected  in  the  interior  for  the  purpose  of 
opening  oudets  to  a  market,  a  different  principle  prevails.  The  ruling 
motive  in  such  case  is,  so  to  shape  the  project  as  to  secure  the  cheapest 
aecet$  to  the  best  market,  or  to  a  choice  of  markets,  and  to  escape  the  ino> 
nopoly  which  the  markets  themselves  seek  to  impose.  The  leading 
improvements  projected  in  the  interior,  therefore,  often  have  a  more 
national  character,  and  are  constructed  with  more  reference  to  the  waote 
of  the  whole  community,  than  those  of  the  East. 

The  value  of  works  facilitating  and  cheapening  transportation  can 
be  fully  estimated  only  when  they  are  considered  in  reference  to  that 
portion  of  our  population  residing  in  the  interior.  As  already  stated, 
we  have  few  markets,  and  those  far  removed  from  the  great  producing 
regions.  The  early  settler  in  the  western  States  of  necessity  engaeed 
in  afiriculture,  and  so  long  as  he  was  without  means  of  forwarding  hi$ 
surplus  to  a  market,  the  gratification  of  his  wants  was  limited  to  what 
his  own  hands  could  supply.  The  time  had  not  arrived  for  a  diversity 
of  pursuits  in  his  own  neighborhood,  and  he  was  too  remote  to  avail  him* 
self  of  those  of  the  older  States.  The  cost  of  transportation  placed  it 
beyond  his  means  to  purchase  from  abroad,  and  his  surplus  was,  there- 
fore, comparatively  worthless  afler  the  supply  of  his  own  immediate 
wants.  Thirty  years  ago,  the  West  offered  but  few  inducements  to 
the  settler,  as  be  was  compelled  to  sacrifice  all  the  social  and  many  of  I 
the  physical  comforts  afforded  in  the  less  fertile,  but  better  settled  and 
richer  States  of  the  East.  Without  variety  of  industrial  pursuits,  and 
without  commerce,  no  amount  of  surplus  could  add  much  to  his  wealth 
or  his  means  of  enjoyment.  This  portion  of  the  country  therefore  ad- 
vanced very  slowly,  until  the  construction  of  the  Erie  canal,  by  which 
a  market  was  thrown  open,  and  its  vast  productive  capacity  rendered 
available.  An  instantaneous  and  mighty  impulse  was  imparted  to  it, 
under  the  influence  of  which,  all  its  interests  have  moved  forward  with 
constantly  accelerating  pace  up  to  the  present  time. 

The  completion  of  the  Erie  canal,  in  connexion  with  the  great  lakes,  I 
gave  a  navigable  water  line  from  New  York  to  Chicago,  a  distance  of 
1,600  miles,  and  opened  a  market  to  the  whole  country  within  reach 
of  this  great  water  line.  In  order  to  profit  by  this  outlet,  the  western 
l^tes  lying  upon  the  lakes  immediately  commenced  the  construction 
of  similar  works  to  connect  with  it  the  more  remote  portions  of  their 
territory.  At  that  period,  canals  were  regarded  as  the  most  approved 
mode  of  transportation.  Hence  the  system  of  internal  improvement 
in  the  West  almost  exclusively  embraced  the  construction  of  canaJs. 
The  early  pix^ects  of  the  States  of  Ohio,  Indiana,  and  Illinois,  were, 
with  avvery  few  exceptions,  of  this  character,  though  their  further  pro- 
gress *has  since  been  entirely  superseded  by  railroads. 

In  reviewing  the  public  works  of  the  West,  the  State  of  Ohio, 
some  respects,  .constitutes  an  appropriate  starting  point,  as  she  was  the  I 
first  to  enter  upon*  and  the  only  one  to  execute,  what  she  originally  pro- 
posed.   After  a  severe  struggle,  her  great  system  of  canals  was  com- 


S.  Doc.  112. 


Wi 


p|cted»  and  the  resalt  has  been  to  place  her  immeasurably  in  advance  of 
aO  her  sister  States  in  wealth,  in  population,  and  in  ceneral  prosperi^. 
Xbe  rapidity  of  her  progress  has  own  the  marvel  ot  the  country.  In 
a  very  few  years  she  rose  from  obscurity  to  the  first  rank  among  her 
sister  States  in  population,  in  wealth,  in  credit,  and  in  consideration 
bodi  at  home  and  abroad. 

Canals  of  Ohio, 

Ohio  canal. — This  work  was  commenced  in  1826,  and  was  com- 
pleted in  1832.  It  extends  from  Portsmouth,  on  the  Ohio  river,  to 
Cleveland,  on  Lake  Erie,  a  distance  of  307  miles.  It  ascends  the  val- 
ley of  the  Scioto  nearly  to  Columbus,  when  it  takes  an  eastern  direction, 
striking  into  the  valley  of  the  Muskingum,  passing  through  the  towns  of 
Hebron,  Newark,  Coshocton,  New  Philadelphia,  and  Ahissillon,  in  this 
vdley.  Crossing  the  summit  at  Akron,  it  falls  into  the  valley  of  the 
Cuyahoga  river,  which  it  pursues  to  Cleveland.  The  highest  point  in 
Ac  canal  at  Akron  is  499  feet  above  the  Ohio  river  at  Portsmouth, 
406  above  Lake  Erie,  and  973  above  the  Atlantic  ocean.  The  canal  is 
4  feet  deep,  40  wide,  has  147  locks,  and  an  aggregate  lockage  of  1,220 
feet 

This  canal  has  several  branches  or  navigable  feeders,  of  which  the 
following  are  the  principal : 

The  Columbus  branch. — This  branch  extends  from  the  point  at  which 
the  canal  leaves  the  Ohio  valley,  to  Columbus,  a  distance  of  10  miles. 

The  Lancaster  branch. — This  is  a  lateral  branch,  extending  from  the 
main  trunk  southerly,  to  the  town  of  Lancaster,  the  capital  of  Fairfield 
county,  a  distance  of  9  miles. 

The  Athens  extension  or  Hockinv  canal  is  a  prolongation  of  the  Lancas- 
ter branch.  It  has  a  southeasterly^  course  through  the  counties  of  Fair- 
field, Hocking  and  Athens,  to  the  town  of  Athens,  a  distance  of  about 
66  miles. 

The  Zanesville  branch,  extending  from  the  main  canal  to  the  town  of 
Zanesville,  on  the  Muskingum  river,  a  distance  of  14  miles,  con- 
nects it  with  the  Muskingum  improvement,  by  means  of  which  another 
channel  is  opened  to  the  Ohio  river  at  Marietta. 

The  Walhonding  branch  extends  from  the  main  canal,  near  Coshoc- 
ton, upon  the  Wamonding  river,  a  distance  of  26  miles. 

The  Miami  canal. — This  work  extends  from  Cincinnati  to  Lake  Erie, 
at  Manhattan,  a  distance  of  270  miles.  The  principal  towns  through 
wliich  it  passes  are  Hamilton,  Dayton,  Troy,  Sidney,  Defiance,  and 
Toledo.  This  last  town  is  generally  considered  as  the  northern  ter- 
minus of  the  canal,  although  it  is  carried  to  Manhattan,  four  miles  be- 
low it.  This  canal  was  commenced  in  1826,  and  completed  in  1832. 
It  has  a  width  of  40  and  a  depth  of  4  feet ;  its  summit-level  is  610 
feet  above  Cincinnati  and  411  teet  above  Lake  Erie,  and  the  number 
of  its  locks  is  102.  This  canal,  from  Lake  Erie  to  the  Indiana  State 
line,  forms  the  lower  trunk  of  the  Wabash  and  Erie  canal,  extending 
to  Evansville,  on  the  Ohio  river.  There  are  also  connected  with  thia 
canal,  in  Ohio,  branch  lines  measuring  46  miles  in  leng$b» 


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356'  S.  Doc.  112. 

The  following  table  shows  the  length  and  cost  of  the  Ohio  canali 
constructed  by  the  State : 

Length.  Coit. 

The  Ohio  canal  and  branches 340  S4,695,303 

The  Walhonding  canal 25  607;Sti9 

The  Miami  caned  and  branches 315  7,454,736 

The  Hocking  Vallcj  canal 66  975,480 

The  Muskingum  impnwemer:'. 91  .        1,637,318 

'""-^-  n  S27  miles.  15,359,995 

In  addition  to  the  above  works,  owned  by  the  State  of  Ohio,  are  the 
following  private  works : 

The  Sandy  and  Beaver  caval. — This  work  commences  at  Bolivar,  on  the 
Ohio  canal,  and  extends  to  the  Ohio  river,  at  the  mouth  of  the  Beaver 
river,  a  distance  of  about  76  miles.  The  cost  of  this  work  was  about 
$2,000,000.    A  portion  of  it  is  in  the  State  of  Pennsylvania. 

The  Mahoning  canal. — This  canal  commences  at  Akron,  pursues  the 
left  bank  of  the  Cuyahoga  river,  running  through  the  town  of  Ravenna, 
thence  into  and  along  the  valley  of  the  Mahoning  to  its  confluence  with 
the  Beaver  canal,  in  Pennsylvania,  a  short  distance  from  the  State  line. 
The  length  of  this  canal  is  about  77  miles,  and  its  cost  something  like 
$2,000,000.  It  was,  before  the  construction  of  railroads  in  Ohio,  and 
still  is,  an  important  channel  of  communication  between  Pittsburg  and 
Cleveland,  and  the  interior  of  Ohio,  and  supplies  the  latter  city  with 
the  important  article  of  coal,  which  is  found  m  the  greatest  abundance 
and  of  the  best  quality  in  the  Mahoning  valley. 

In  the  vast  number  of  railroad  projects  which  have  sprung  up  in  Ohio 
within  a  few  years,  and  which  are  absorbing  public  attention,  tne  canals 
of  the  State  have  sunk  into  comparative  msignificance.  The  former 
have,  however,  been  the  great  cause  of  its  unexampled  prosperity,  as 
they  supplied  the  demand  of  its  people  for  a  cheap  and  comparatively 
expediuous  route  to  market,  and  enabled  them  to  turn  to  immediate 
account  their  large  resources.  It  is  probable  that  they  may  still  continue 
to  be  the  carriers  of  the  more  bulky  and  less  valuable  kinds  of  property, 
and  in  this  manner  prove  of  utility,  though  of  smaller  comparative  im- 
portance. Although  railroads  may  talce  from  the  canals  a  large  por- 
tion of  their  traffic,  the  former  w^ill  probably  develop  a  still  larger  trade 
in  articles  of  merchandise,  for  which  the  canals  are  the  appropriate 
channels;  so  that  the  interests  of  the  two  systems  of  improvement,  in- 
stead of  clashing,  will  be  found  to  be  in  strict  harmony.  The  canals, 
unfortunately,  are  not  first-class  works,  so  far  as  their  construction  and 
capacity  are  concerned,  and  during  periods  of  gi'eat  drought,  occasion- 
ally fall  short  of  water. 

"   '  ;'      Railroads  of  Ohio. 

The  railroads  of  Ohio  may  be  said  to  belong  to  two  distinct  and  well 
defined  periods  in  the  history  of  the  internal  improvements  of  the  State. 
The^m  class  includes  those  commenced  during  the  great  speculative 


a  Doc.   112. 


857 


moveinent  of  1836  and  1837,  which  were,  for  a  considerable  lapse  of 
tiaie,  the  only  projects  of  the  kind  attempted  in  the  State.  These 
were — 

1.  The  Little  Miami  railroad,  commenced  in  1837  and  completed  Jn 
1846,  was  oriffinally  bid  out  with  a  flat  rail,  which  has  since  been  re- 
placed by  the  heavy  H  or  T  rail.  It  extends  from  Cincinnati  to  Spring- 
field, a  distance  of  84  miles,  and  has  cost,  up  to  the  present  time,  about 
$2,600,000. 

2.  The  Mad  River  and  Lake  Erie,  commenced  in  1836  and  completed 
in  the  latter  part  of  1846,  extends  from  Sandusky,  on  Lake  Erie,  to 
Springfield,  a  distance  of  134  miles,  where  it  forms  a  junction  with  the 
Little  Miami  road,  constituting  a  continuous  line  of  railroad  from  Lake 
Erie  to  the  Ohio,  which  was  the  first  to  connect  these  water-courses. 
A  portion  of  this  road  was  opened  in  1838.  It  was  originally  laid  with 
a  fiat  rail,  which  has  since  been  replaced  by  one  better  adapted  to  a 
heavy  traffic. 

3.  The  Mansfield  and  Sandusky  railroad  was  commenced  in  1836,  and 
a  portion  of  it  opened  in  1838.  It  was  completed  to  Mansfield  in  1847. 
LiKe  all  the  early  Ohio  railroads,  it  was  first  laid  with  the  flat  bar, 
which  has  since  given  place  to  the  heavy  rail. 

4.  The  Lake  Erie  and  Kalamazoo  extends  from  Toledo,  oh  Lake 
Erie,  to  Adrian,  where  it  forms  a  junction  with  the  Michigan  Southern 
railroad,  to  which  it  forms  an  outlet  to  the  roads  of  Ohio.  The  length 
of  this  road  is  about  33  miles.  It  was  commenced  in  1836,  and  com- 
pleted in  1845.  Its  superstructure  was,  in  the  outset,  a  flat  rail,  which 
has  recently,  since  the  completion  of  the  Michigan  Southern  road,  given 
place  to  a  heavy  bar. 

These  are  the  only  roads  commenced,  under  the  stimulus  of  the 
great  movement  already  referred  to,  the  original  plans  for  which  were 
finally  accomplished.  All  other  projects  fell  to  the  ground  in  the  com- 
mercial revulsions  which  followed.  These  failures,  and  the  long  delay 
in  completing  the  roads  already  described,  were  in  part  owing  to  the 
financial  embarrassments  which  succeeded,  but  yet  more  to  the  limited 
amount  of  capital,  and  to  the  want  of  engineering  skill  and  experience 
brought  to  bear  upon  them.  Nothwithstanding  ail  the  embarrassments 
and  losses  to  which  they  were  subjected,  it  is  believed  that  they  are  all 
now  yielding  a  profitable  return  upon  their  entire  cost. 

It  may  not  here  be  out  of  place  to  remark,  that  the  numerous  failures 
in  the  first  efforts  of  the  new  States  to  construct  works  of  internal  im- 
provement were  not  the  result  of  accident,  but  a  matter  of  necessity. 
The  schemes  were  all  premature ;  neither  the  means,  nor  the  engi- 
neering and  practical  talent,  essential  to  success,  existed.  The  coun- 
try had  not  been  settled  a  length  of  time  sufficient  to  designate  the  sites 
that  were  to  become  the  great  depots  of  trade,  or  the  convenient  routes 
for  travel  and  business.  At  this  distance  of  time,  it  is  easy  to  see  that 
the  failure  of  many  of  the  works  undertaken  in  the  West  and  South, 
not  only  by  the  States  but  by  individuals,  was  unavoidable ;  and 
that  with  the  lights  we  now  possess,  their  construction  would  have 
been  postponed  until  a  condition  should  have  arisen  more  favorable  to 
success.    These  failures  were  no  just  cause  of  reproach  to  the  States 


|:    i 


It's  1 


856 


S.  Doc.  112. 


in  which  they  occurred,  except  so  far  aH  the  debts  created  have  beea 
repudiated,  or  no  provisions  nave  been  made  for  the  liabilities  as  thet 
fell  due.  ' 

*  These  reverses  cut  short  the  progress  of  railroads  and  canals,  with 
a  few  exceptions,  for  a  number  of  years.  The  people  were  dU. 
heartened,  and  in  many  cases  disgusted,  with  their  ill  success,  and 
became  comparatively  mdiflferent  to  the  subject  of  internal  improve, 
ments.  Years  elapsed  before  the  western  States  recovered  froin  the 
disastrous  efiects  uf  the  previous  reverses,  in  which  nearly  every  indi. 
vidual  in  the  community  had  been  involved.  Indeed,  it  required 
years  to  replace  the  various  losses  sustained.  When  this  was  accon. 
plished,  and  the  lapse  of  sixteen  years  had  brought  a  larger  population, 
increased  production,  and  ampler  means,  the  necessity  of  avenues, 
suitable  to  the  increasing  wants  of  the  country,  came  to  be  more  and 
more  strongly  felt.  To  meet  this  demand,  the  works  now  in  progress 
were  commenced.  These  movements  constitute  the  new  era  in  the 
history  of  our  internal  improvements.  Both  the  old  and  the  new  sys- 
tem had  its  peculiar  characteristics.  The  first  proposed  in  the  newly, 
settled  States  either  anticipated  the  wants  of  the  country,  or  was  m 
advance  of  the  conditions  necessary  to  success.  It  was  borrowed 
rom  the  old,  and  applied  to  the  new  States,  where  an  entirely  differ, 
ent  state  of  things  existed ;  and  was  in  fact  an  attempt  to  apply  a 
principle  deduced  from  known  data  to  circumstances  wholly  uncertain. 
The  works  more  recently  commenced  rest  on  a  very  different  founda- 
tion. They  were  constructed,  and  are  adapted,  to  supply  wants  which 
actually  exist.  An  unsound  policy  has  given  place  to  one  perfectly 
healthy  and  legitimate,  following  rec^uirements,  and  controlled  by 
wants,  the  extent  and  nature  of  which  are  well  understood  and 
defined. 

The  railroads  in  progress  and  operation  in  Ohio  at  the  present  time 
make  an  aggregate  length  of  line  of  about  3,000  miles;  the  face  of  the 
county  favoriiig  their  construction  in  every  part  of  it.  These  projects 
are  pretty  uniformly  distributed  over  the  State.  There  are  no  lines 
of  pr&-^mtnent  importance,  because  travel  and  commerce  are  not,  as  in 
some  other  States,  forced  into  particular  channels  by  the  natural  con- 
figuration of  the  country.  So  homogeneous  are  the  physical  characteris- 
tics of  the  different  portions  of  the  western  States,  that  a  detailed  de- 
scription of  one  line  of  road  will  serve  to  give  a  distinct  idea  of  all.  In 
this  region,  local  considerations  are  a  sufficient  inducement  to  the  con- 
struction of  numerous  and  important  lines,  and  frequently  a  through- 
route  is  made  up  by  a  combination  of  what  were  in  the  outset  entirely 
distinct  and  separate  projects.  In  noticing  the  roads  of  Ohio,  therefore, 
an  effort  will  be  made  rather  to  give  a  clear  idea  of  the  whole  system, 
than  to  burden  the  report  with  similar  details  of  different  projects. 

In  addition  to  the  roads  of  exclusively  local  character,  there  are  nu- 
merous great  lines  travershig  the  entire  State  from  north  to  south  and 
from  east  to  west.    These  great  lines  or  routes  are  composed 
follows: 


as 


8.  Doc.  112. 


999 


T^roMgh-lifUM  nmnimg  from  north  to  toutk. 

i.  Composed  of  the  Ctncintuah  Hamilton  andDayton^  and  Mad  Riwer 
0id  Lake  Erie  railroads. 

2.  Composed  of  the  Little  Afiamt,  Coluadnu  and  Xenia^  and  Clevt' 
land  and  Columbus  raUroads. 

8.  Composed  of  the  Mantfield  and  Sandusky,  Columbmt  and  Lake  Erie, 
and  Sciolo  and  Hocking  Valley  railroads. 

4.  Cleveland  and  WeUsville  raihroad. 

6.  A  fifth  line  will  soon  be  added  to  the  above,  formed  by  the  Cm- 
dnnati,  Hamilton  and  Dayton,  and  the  Dayton  and  Michigan  roads,  now 
in  progress  from  Dayton  to  Toledo. 

6.  An  additional  line  will  probably  be  formed  without  much  delay; 
the  lower  portion  of  it  composed  of  the  Cincinnati,  Hamilton  and  Day- 
ton, or  the  Little  Miami,  the  central  portion  of  the  Rpring/ield,  Mount 
Vernon  and  Pittsburg,  and  the  northern  division  of  the  Cievelatid  and 
Tittsburg,  and  Akron  Branch  railroads.  It  is  proposed  to  extend  this 
branch  so  as  to  form  a  junction  with  the  Ohio  and  Pennsylvania  roads, 
probably  at  Wooster. 

It  is  also  probable  that  a  railroad  will  be  constructed  in  sftshort  pe- 
riod from  Cleveland  to  Zanesville,  and  thence  southward  to  the  Ohio 
river,  either  at  Marietta  or  Portsmouth.  Measures  are  also  in  progress 
to  construct  a  road  from  Columbus,  down  the  valley  of  the  Scioto  to  its 
mouth.  The  above  roads  would  form  two  additional  north  and  south 
lines.  Efibrts  are  also  making  to  construct  a  road  from  Dayton  to  Cin- 
cinnati, between  the  Little  Miami  and  the  Cincinnati,  Hamilton  and  Day- 
ton. Should  they  prove  successful,  a  portion  of  another  through-line 
will  be  formed.  v 

Through-lines  running  from  east  to  west. 

1.  Composed  of  the  Cleveland,  PainesviUe  and  Ashtabula,  and  the 
Junction  railroads.  This  line  will  follow  the  lake  shore  for  its  whole 
distance.  From  Cleveland  it  will  be  carried  westward  by  another  line 
oomposedof  a  portion  of  the  Cleveland  and  Columbus,  and  Toledo,  Nor- 
valk  and  Cleveland.  The  whole  of  this  last  named  lirie  will  be  in 
operation  during  the  present  year. 

2.  Composed  of  the  Ohio  and  Pennsylvania,  and  the  Bellejbntaine 
and  Indiana  roads.  Both  of  these  are  well  advanced  towards  comple- 
tion, and  it  is  intended  to  have  them  in  operation  by  the  first  of  J^pu- 
ary  next. 

3.  Composed  of  the  Ohio  and  Pennsylvania,  and  the  Ohio  and  Indiana, 
extending  from  the  western  terminus  of  the  former  to  Fort  Wayne,  In- 
diana. 

4.  Composed  of  the  SteubenvUle,  Indiana  and  Columbus,  and  the 
Columbus,  Piqua,  and  Indiana  roads.  These  will  form  a  continuous  line 
of  railroad  through  Ohio,  and  also  from  Philadelphia  and  Baltimore,  to 
the  Mississippi  river,  having  a  uniform  gauge  throughout. 

From  Columbus  an  additional  line  will  be  formed  by  means  of  the 
Columbus  and  Xenia,  the  Dayton  and  London,  and  the  Dayton  and  West- 
cm  roads. 


J-  .'1 


Mm 


m 


^  I 


'  i 


iijiii  ■ 

;teii:]|. 


800 


S.  Doc.  112. 


,-%l^  m', 


:  i! 


5.  Composed  of  the  Ohio  Central  nnd  Oohmhu$,  find  Pitfua  and  Tit. 
diana  roads.  An  additional  line  from  Columbus,  by  the  line  running 
through  Dayton,  is  described  above. 

6.  Com]|>u8cd  of  the  Ohio  CcntraU  and  the  Cincinnati^  fVilmiiMon 
and  Zanetville  Foads. 

7.  Cincinnati  and  Marrielta  railroad.  It  is  also  contemplated  to  ex. 
tend  this  iroad  to  Wheeling,  thus  forming  a  continuous  line  front 
Cincinnati  ito  Wheeling  under  one  charter. 

8.  Hithboro  and  Cincinnati  railroad,  extending  from  the  Ohio  river 
opposite  Parkersburg,  is  proposed  as  the  direct  continuation  of  die 
Baltimore  ;and  Ohio  railroad  to  Cincinnati.  From  the  latter  place  all 
the  roads  terminating  there  will  be  carried  to  the  Indiana  State  line, 
by  the  Ohio  and  Mississippi  railroad. 

The  great  lines  which  have  been  thus  briefly  described  embrace  the 
most  important  projects  in  the  State.  All  of  them  present  the  same 
general  characteristics.  The  results  achieved  by  the  lines  in  operation 
may  be  safely  predicated  of  those  in  progress ;  and  these  so  well  illus- 
trate  the  value  of  such  works  to  the  community,  and  as  investments  of 
capital,  that  a  detailed  account  of  their  objects,  cost,  and  prospectiye 
revenuA,  is  unnecessary.  Reference  to  tne  annexed  maps  taken  in 
connexion  with  the  history  of  the  roads  in  operation,  will  convey  a  suffi. 
ciently  correct  idea  of  the  various  projects  that  compose  the  system 
above  described. 

There  are  many  roads  in  process  not  particularly  connected  with 
the  above  lines,  the  objects  of  which  require  a  brief  notice,  viz : 

Ohio  and  Mittisiippi  railroad ;  the  leading  object  of  which  is  the 
C(ninexion  of  Cincinnati  and  St.  Louis,  the  two  great  cities  of  the  Mis- 
sissippi Valley,  by  the  shortest  practicable  line.  A  glance  at  the  map 
will  sufficiently  demonstrate  the  value  of  such  a  work  to  the  commerce 
and  travel  of  the  country.  At  the  present  lime  the  communication 
between  these  cities  is  carried  on  by  means  of  the  Ohio  and  Missis- 
sippi rivers,  and  it  is  well  known  that  the  navigation  of  these  is  al- 
ways seriously  obstructed  and  often  totally  suspended  at  certain  sea- 
sons of  the  year.  At  best,  the  route  is  tedious  and  expensive,  and  un- 
comfortable at  all  times,  and  often  very  unhealthy.  The  distance  by 
water  is  more  than  twice  as  great  as  by  land.  A  direct  line  of  railroad 
between  these  great  cities  is  one  ranking  first  in  importance  among  our 
leading  works.  It  is  easy  to  see  that  the  principal  routes  of  travel 
must  be  those  connecting  great  cities  by  the  shortest  lines,  since  the 
travel,  whether  of  business  or  of  pleasure,  necessarily  tends  from  one  to 
another  of  these.  Familiar  illustrations  of  the  fact  will  readily  occur 
to  every  reader.  In  going  westward,  Cincinnati  is  a  necessary  point  in 
the  route  of  every  traveller.  That  city,  also,  is  consequently  a  converg- 
ing point  of  the  great  lines  of  road  leading  westward  from  the  eastein 
cities  of  Boston,  New  York,  Philadelphia, and  Baltimore.  After  reach- 
ing Cincinnati,  another  leading  point  toward  which  travel  is  attracted 
is  St.  Louis.  Hence  the  necessity  of  the  above  road,  and  the  important 
relations  it  bears  to  the  railroad  system  of  the  country,  and  to  the  great 
routes  of  travel. 

The  length  of  this  road  will  be  about  three  hundred  and  thirty  miles. 
For  the  greater  part  of  this  distance  the  route  is  very  favorable  to 


a  Doc.  lis. 


Ml 


cheap  construction.  Through  its  whole  length  it  traverses  a  fertile  and 
productive  rc^on,  without  any  outlet  except  that  formed  by  the  Wa- 
bash river,  wliich  the  above  road  crosses  at  Vincennes.  In  addition  to 
its  through-travel,  this  rond  will  be  the  channel  of  a  vast  local  traffic; 
and  these,  when  combined,  cannot  fuil  to  yield  a  lucrative  income. 

The  whole  road  is  under  contract  for  completion  within  two  years 
from  the  6rst  of  January,  1853;  and  the  work  of  construction  is  in 
rapid  progress.  The  project  has  received  the  hearty  co-operation  and 
support  of  the  cities  of  Cincinnati  and  St.  Louis,  the  former  having 
subscribed  $600,000,  and  the  latter  $600,000,  to  the  work,  in  their  cor- 
iiorate  capacities,  in  addition  to  large  private  subscriptions. 

By  the  people  of  Baldmore,  the  above  work  is  regarded  with  hardly 
less  favor  than  by  Cincinnati  and  St.  Louis.  By  the  former,  it  is  re- 
carded  as  the  direct  extension  westward  of  their  great  line,  which  is  to 
be  carried  forward  to  Cincinnati  by  the  Hillsboro  and  Marietta  roads. 
It  will  be  seen  that  these  three  roads  make  up  one  grand  and  symmet- 
rical line,  of  about  nine  hundred  miles,  extending  from  tide-water  to 
tlie  Mississippi  river. 

The  Hamilton  and  Eaton  road,  extending  from  Hamilton  to  Rich- 
mond, Indiana,  though  a  valuable  local  work,  derives  its  chief  itnport- 
ance  from  the  fact  that  it  constitutes  the  trunk  of  two  extensive  lines 
in  progress,  the  Indiana  Central  and  the  Cincinnati  and  Chicago  roads, 
botn  of  which  connect  with  it  at  Richmond.  This  road  has  just  been 
opened  for  travel.  The  connecting  lines  above  named  are  in  progress — 
the  former  for  its  entire  length,  and  the  latter  as  far  as  the  Wabash 
river,  at  Logansport. 

The  Greenville  and  Miami  road  extends  from  a  point  on  the  Dayton 
and  Western  road,  about  fifteen  miles  west  of  Dayton,  to  Union,  the 
eastern  terminus  of  the  Indianapolis  and  Bellefontaine  road.  It  occu- 
pies at  present  a  conspicuous  position,  from  the  fact  that  it  is  the  first 
Ohio  road  to  form  a  connexion  with  those  of  Indiana.  It  is  already  in 
operation  to  Greenville,  from  which  point  the  work  is  in  rapid  progress ; 
so  that  the  simultaneous  completion  of  this  and  the  Indianapolis  and 
Bellefontaine  road,  as  far  as  Union,  may  be  expected  by  the  first  o*"  >p- 
cember  next,  giving  an  outlet  by  railroad,  from  Jeffersonville,  (oppo  :;o 
Louisville,  Kentucky,)  Terre  Haute,  Lafayette,  Madison,  and  numerous 
other  important  ponits  in  Indiana,  to  the  railroads  of  Ohio,  and,  con- 
sequently, to  those  of  the  eastern  States. 

The  Iron  railroad  is  a  short  road,  connecting  the  numerous  iron  man- 
ufacturing establishments  of  southern  Ohio  with  the  river.  This  road 
will  probably  be  extended  northward,  to  form  a  connexion  with  the 
Scioto  and  Hocking  Valley  railroad.  • 

By  the  Cleveland  and  Mahoning  road,  it  is  proposed  to  open  a  new 
channel  of  communication  between  Cleveland  and  Pittsburg,  through 
the  valleys  of  the  Mahoning  and  Beaver  rivers.  One  of  the  principal 
objects  in  its  construction  is  to  open  a  new  outlet  for  the  coal-fields  of 
the  Mahoning  valley,  from  which  Cleveland  is  now  chiefly  supplied 
with  coal.  Measures  are  in  progress  to  place  this  work  immediately 
under  contract. 

A  line  of  road  of  considerable  importance  is  also  proposed,  com- 
mencing near  Mansfield,  and  extending  in  a  generally  northeasterly 


Viri'i 


"^i    'mi 


i 


•••1     I 
i 


i't 


m 


If' 


IK  i 


ii 


862 


S.  Doc.  112. 


the  East. 


INDIANA. 


Poi)ulation  in  1830,  343,031;  in  1840,  685,866;  in  1860,  988,4al 
Area  in  square  miles,  33,809 ;  inhabitants  to  square  mile,  29.23.       I 

The  State  of  Indiana,  in  emulation  of  the  example  of  her  siittrl 
States,  commenced,  in  1836,  the  construction  of  an  elaborate  system  ofl 
internal  improvement,  of  which  only  a  comparatively  small  portion  hail 
been  accomplished.  It  consisted  partly  of  canals,  and  partly  of  rail 
roads.  The  canals  proposed  were  the'Wabash  and  Erie,  the  Central,| 
the  White  Water,  the  Terre  Haute  and  Eel  River,  and  a  canal  iioiii| 
Fort  Wayne  to  Michigan  City.  The  railroads  proposed  to  be  con.! 
structed  by  the  State,  were  the  Madison  and  Indianapolis,  and  tkl 
Lafiyette  and  Michigan. 

The  Wabash  and  Erie  canal  is  the  most  important  of  the  works* 
publlb  improvement  undertaken  in  the  State.  It  commences  at  thel 
Ohio  State  line,  and  extends  to  Evansville,  on  the  Ohio  river,  a  distaDcej 
of  three  hundred  and  seventy-nine  miles,  and  four  hundred  and  sixtjT 
seven  miles  from  Toledo,  on  Lake  Erie.  When  completed,  it  will  fonul 
one  of  the  longest  lines  of  canal  in  the  world.  From  Toledo  to  Foftl 
Wayne  it  has  a  depth  of  four  feet,  and  a  width  of  sixty.  Below  thul 
point,  it  is  only  three  feet  deep  and  forty-five  wide.  Its  locks  adnitl 
I)oats  of  a  capaci^  of  about  sixty  tons.  It  is  to  be  opened  for  traS(| 
through  its  whole  length  in  the  ensuing  spring. 

This  work  was  completed  by  the  State  as  far  as  Lafayette,  a 
tance  of  two  hundred  and  thirty  miles  from  Toledo,  and  two  hundrejl 
and  forty-nine  from  the  Ohio.  When  the  State  became,  from  the  en-l 
barrassment  of  its  affairs,  unequal  to  its  farther  construction,  a  conili-l 
tional  agreement  was  made  with  the  bondholders  of  the  State  for  itil 
completion;  the  latter  reserving  the  right  to  resume  the  work,  upon  thel 
payment  of  the  sum  which  the  bondholders  had  agreed  to  receive  iol 
addition  to  the  cost  of  completing  it.  It  is  believed  that  the  canal  wi| 
again  pass  into  the  hands  of  the  State,  by  the  ultimate  payment  of  tliel 
wnole  of  her  debt.  Although  the  construction  of  the  canal  was  oneofl 
the  causes  of  the  financial  embarrassments  of  the  State,  the  work  bail 
proved  one  of  the  efficient  means  by  which  she  has  recovered  from  theoi| 
and  reached  the  hi^h  position  she  now  holds  as  a  leading  State  in  tkl 
confederacy.  As  far  as  excellence  of  soil  is  concerned,  no  State  poi-j 
sesses  superior  resources.  The  canal  opened  an  outlet  for  her  products,! 
and  gave  her  the  use  of  means,  which  up  to  its  opening  lay  dormaiii,| 
firom  the  difficulty  and  cost  of  reaching  a  market.  The  rapid  increwl 
in  the  exports  of  Indian  corn  will  illustrate  the  value  of  improvemeottj 
which  facih'tate  transportation.  The  exports  of  this  article  from  tbel 
Wabash  valley,  from  insignificance,  rose  to  millions  of  bushels  Id  iI 
very  few  years  after  the  opening  of  the  canal;  and  Toledo,  its  terminiii| 
on  Lake  Erie,  is  now  the  chief  port  of  export  for  this  article. 


S.  Doc.  ll*^ 

JlaUroait  in  Indiana, 


»  ■' 


The  failure  of  the  State  to  carry  out  her  poposed  system  of  public 
I  improvements,  and  the  financial  troubles  in  which  she  became  involved, 
put  an  end  for  a  time  to  all  enterprises  of  the  kind,  whether  of  a  public 
or  private  character.  Borne  years  were  rcauired  to  mnko  good  the 
mtea  resulting  from  the  great  expansion  or  1836-'37,  and  to  allow 
the  public  mind  to  recover  from  the  discouraging  influence  of  the 
reverses  sustained.  As  in  Ohio,  lapse  of  time  brought  greater  means, 
a  more  enlarged  capacity  to  supermtend  and  execute  works  of  mag- 
nitude, better  defined  objects,  and  a  traffic  necessary  for  the  sup- 
port of  extensive  lines  of  improvement.  The  system  proposed  by  the 
State  was,  in  fact,  in  advance  of  the  conditions  required  to  sustain  it. 
It  anticipated  a  state  of  things  which  did  not  exist.  In  commencing 
the  new  movement,  which  has  resulted  so  successfully,  her  people 
\\a.ve followed  and  not  anticipated  their  wants.  They  have  taken  up 
only  such  enterprises  as  were  sanctioned  by  the  clearest  evidence  of 
their  necessity,  and  which  could  command  sufficient  support  to  insure 
guccess.  The  result  has  been  uniformly  favorable ;  and  the  State  of 
Indiana,  which  but  two  or  three  years  since  had  hardly  a  mile  of 
railroad  within  her  limits,  now  takes  rank  with  our  leading  railroad 
I  States,  and  is  soon  to  be  third  or  fourth  in  the  extent  of  her  works. 
Her  credit  and  means  have  advanced  with  equal  pace,  and,  though 
I  one  of  the  new  States,  she  already  occupies  a  prominent  position  m 
the  confederacy. 

There  is  no  State  in  the  Union  that  presents  so  symmetrical  a  sys- 
tem of  railroads  as  Indiana.  Nearly  all  her  great  lines  radiate  from  the 
geographical  centre  and  capital  of  the  State.  By  this  means  they  are 
aU  brought  into  intimate  business  relations  with  one  another,  an  ar- 
rangement which  must  promote  to  a  great  degree  the  advantages  of 
each.  Indiana])olis  is  soon  to  be  the  p^mt  of  intersection  of  eight  im- 
portant roads,  viz :  the  Jefiersonville,  Madison  and  Indianapolis,  Law- 
renceburg  and  Indianapolis,  Central,  Bellefontaine,  Peru,  Lafay- 
ette, Terre  Haute,  and  the  New  Albanj^  and  Salem  roads.  All  these 
roads  will  be  carried,  in  their  respective  directions,  to  the  boundary 
lines  of  the  State.  Their  focus  is  in  the  great  lines  of  railroad  running 
from  the  eastern  States  to  the  Mississippi  river,  and  from  the  Ohio  to 
the  great  lakes.  It  is  impossible  to  conceive  a  system  better  devised 
for  the  promotion  of  the  interests  of  the  people  of  the  State,  or  of  the 
railroad  companies. 

All  of  these  great  lines,  while  they  have  their  appropriate  and 
ample  belts  of  iertile,  productive  and  well-settled  territory,  for  local 
traffic,  occupy  important  routes  for  through-business  and  travel.  The 
Jeffersonville  opens  a  communication  between  the  central  portions 
of  the  State  with  Louisville,  the  second  city  of  the  Ohio  valley ;  the 
Madison  and  Indianapolis  forms  a  similar  connexion  with  Madison, 
an  important  town,  favorably  situated  on  the  Ohio  river  for  command- 
ing the  trade  of  the  interior ;  the  Lawrenceburg  forms  the  connecting 
line  between  Indianapolis  and  Cincinnati ;  the  Central  is  the  direct  ex- 
tension, westward,  of  the  leading  linos  running  through  central  Ohio; 
the  Indianapolis  and  Bellefontaine  opens  the  outlet  to  the  great  lakes 


'l{: 

\':l* 


864 


S.  Doc.  118. 


and  the  linei  of  road  travcrRino;  northern  Ohio;  the  Peru  conncctMlie 
cnpital  ftnd  central  |)oitionH  of  the  8liitc  with  the  Wuhash  cnnnl,  whifJ 
is  now  the  great  coniincrciril  avenue  lor  the  State ;  the  Lafayette  connc  J 
the  ino«t  imjportant  tt>wn  in  the  northwestern  part  of  the  Stote  wiihtf, 
central  portions,  and  will  soon  constitute  a  link  of  the  great  line  ei. 
tending  to  Chicago;  the  Terre  Haute  is  the  connecting  line  bruv«f>i 
the  rauroad  system  of  the  8tate  and  St.  Louis,  and  the  railmad,  of, 
Illinois;  the  ^w  Albany  and  Salem  will  connect  the  cities  of  Louij. 
ville  and  New  Albany,  and  the  lower  portions  of  the  State,  with  tho  io. 
terior,  by  a  line  lying  to  the  west  of  the  Jeffersonville  road,  and  wij 
also  constitute  an  unbroken  line  oi'  some  two  hundred  and  cighty.fjv, 
miles  between  Lake  Michigan  and  the  Ohio  river. 

With  the  exception  of  the  New  Albany  and  Salem,  all  the  above 
roads  having  the  same  general  direction  may  be  said  to  be  comple* 
ments  of  each  other.  The  Central  and  the  Terre  Haute  roads  constj. 
tute,  in  a  business  and  commercial  point  of  view,  one  line;  so  with  the 
Lawrenceburg  and  Lafayette,  ana  the  Jeffersonville  and  Peru.  Ij 
this  manner,  a  system  of  railroads  will  be  found  adapted  to  promote  the 
highestgood  of  all  the  members  to  it,  and  to  develop  to  the  utmost  the 
wealth  and  resources  of  the  State,  and  at  the  same  time  fitted  to  b^ 
come  a  portion  of  a  still  wider  system  embracing  the  whole  country. 

The  system  we  have  described  occupies  an  area  in  the  central  nor- 
tions  of  the  State  about  one  hundred  and  fifly  miles  sqjuare.  In  lengtti 
of  line  and  relative  importance  there  is  great  uniformity  in  the  variouj 
roads  that  compose  it.  They  all  occupy  favorable  routes;  are  all  cal- 
culiitcd  to  benefit  each  other;  and  will  be  rivals  for  the  same  trade  in 
a  slight  degree  only.  The  northern  and  southern  portions  of  the  State 
will  also  be  well  supplied  with  railroad  accommotlations.  In  the  southern 
portion,  the  most  important  road  in  progress  is  the  Ohio  and  Missij- 
sippi,  which  traverses  it  firom  east  to  west.  This  work  has  already  been 
sufnciently  noticed  under  "the  railroads  of  Ohio."  The  southwestern 
corner  of  the  State  is  traversed  by  the  Evansville  and  Illinois  road, 
which  is  already  completed  to  Princeton,  and  is  in  progress  to  Terre 
Haute.  When  this  last  point  is  reached,  a  connexion  will  be  formed 
with  the  Central  system,  which  will  be  brought  into  communication  with 
Evansville,  the  most  important  and  flourishing  town  upon  the  lower 
Ohio,  and  also  with  a  rauroad  now  in  progress  leading  from  Hender- 
son, upon  the  opposite  bank  of  the  river,  in  Kentucky,  to  Nashville, 
Tennessee,  in  order  to  connect  with  the  roads  terminating  in  that  city. 

The  New  Albany  and  Salem  road  is  an  important  work  for  southern 
Indiana.  At  or  near  Orleans  it  will  form  a  connexion  with  the  Oliio 
and  Miijsissippi  railroad,  and  will  thus  constitute  a  convenient  and  di- 
rect route  between  the  cities  of  New  Albany,  Louisville,  and  St.  Louii 
This  road  will  also  supply  railroad  accommodations  to  an  extensive  and 
important,  but  comparatively  isolated  portion  of  western  Indiana.  In 
the  northern  part  of  the  State,  it  will  perform  a  still  more  important 
office  in  opening,  and  that  shortly,  a  communication  between  the  cen- 
tral and  northern  poi  tions  of  Indiana  and  the  city  of  Chicago.  The  line 
of  this  road  extends  from  New  Albany  to  Michigan  City,  (with  a  branch 
to  Indianapolis)  and  thence  to  Chicago,  making  its  entire  length  about 
three  huntfred  and  fifteen  miles.    A  part  of  this  line  will  be  composed 


S.  Doc.  112. 


865 


Lfthe  Crawford* vllle  and  Wabash  road,  which  ha«  been  merged  in  the ' 
Irnv^t.    Three  distinct  portions  of  it  lire  in  operation,  via:  from  New 
lllbany  to  Orleans;  from  Cmwfordsvillc  to  Lalhyette;  and  from  Miclii- 
rui  City  to  Chicago.    The  unfinished  portiim  is  well  advanced,  imd 
nuchof  it  will  be  finished  before  1S53,  when  the  whole  will  be  c^m- 

tirted. 

An  importont  work  in  the  northern  part  of  the  State  is  the  Indiana 
]„rthem  road,  and  which  will  be  noticed  with  the  Michigan  Southern 
Lj,  of  which  it  forms'a  part.  These  two  roods  constitute  a  leiidina 
jne,  08  they  unite  the  most  southerly  portions  of  Lakes  Erie  and  Michi- 
„n,  two  important  points  in  the  geography  and  commerce  of  the 
jimntry.  The  great  lakes  occupy  a  basin  extending  600  miles  from 
,nrth  to  south,  and  oppose  an  insuperable  barrier  to  the  direct  extension 
rostward  of  the  lines  from  the  northern  Slates.  All  these  are  deflected 
nutliwardly,  to  avoid  Lake  Michigan.  Such  is  the  fact  with  a  large 
lumber  of  roads  in  reference  to  Lake  Erie ;  consequently,  n  line  con- 
rcting  the  southern  shores  of  these  lakes  cannot  fail  to  be  a  work  of  the 

St  importance,  not  only  to  the  travel  and  commerce  of  the  country, 
Lut  to  its  business  and  revenues.  The  great  favor  with  which  this  pro- 
^ct  18  regarded  by  the  public,  is  undoubtedly  due  in  part  to  the  above 
j)nsiderations.  The  Northern  Indiana  road  traverses  a  portion  of  the 
im  celebrated  for  its  fertility,  which  will  secure  to  it  a  large  local,  as 
jL'll  as  through  traffic. 

Among  the  proposed  roads,  probably  the  most  important  is  the  Wa- 

ash  VnlTey  line,  which  is  to  extend  from  Toledo,  Ohio,  to  the  boundary 

jie  of  Illinois.    A   glance  at  the  accompanying  map  will  convey  a 

ftter  idea  of  the  value  of  such  a  work,  and  the  intimate  relation  it 

jillbear  to  the  commerce  and  travel  of  the  country,  than  any  attempted 

Ifscription.    It  will  be  seen  that  Toledo  is  the  most  salient  point  on 

Jake  Erie,  for  all  the  country  lying  to  the  west  and  southwest  of  it. 

J  has  already  become  a  place  of  great  commerce,  by  means  of  the 

i^'ubash  canal,  and  must  always  be  a  leading  point  in  the  routes 

oth  of  business  and  travel.     A  line  of  railroad  connecting  Toledo  and 

\\,  Louis  would  coincide  for  a  long  distance  with  the  course  of  the 

H'abash  river.    The  valley  of  this  river  is  celebrated  for  its  fertility, 

nd  is  filled  with  large  and  flourishing  towns,  which  owe  their  existence 

nd  traffic  to  the  canal,  and  are  the  depots  of  trade  for  the  surrounding 

Duntrv.    In  this  manner  an  ample  business  has  been  already  devel- 

ed  tor  the  support  of  a  first-class  railroad. 

Another  important  project  is  the  projected  road  from  Fort  Wayne  to 
tliicago.  This  is  proposed  as  the  legitimate  extension  of  the  Ohio  and  In- 
bana  railroad,  which  has  already  been  noticed  under  the  roads  of  Ohio. 
These  roads  would  constitute  a  direct  line  between  the  great  city  of 
lie  Northwest  and  the  railroads  of  central  Ohio.     The  importance 

such  an  avenue  must  be  apparent  upon  the  slightest  examination  of 
be  probable  routes  of  travel  and  trade  in  the  West.  The  great  tide  of 
QJgration  which  is  flowing  thither  firom  the  middle  States  and*  Ohio  is 
irected  upon  Chicago,  which  is  the  great  point  of  its  distribution  over 
lie  unoccupied  lands  of  the  new  States.  This  city  must  also  become 
n  important  business  and  commercial  point  for  all  the  western  States. 
[he  aDOve  Ime  is  also  regarded  as  the  appropriate  extension  to  Chicago 


rn 


>    'n 


'i    < 


S.  Doc.  112. 


of  the  great  Philadelphia  and  Baltimore  lines,  which  will  be  extended 
to  the  eastern  terminus  of  the  ibrmer,  in  central  Ohio. 

An  important  road  is  in  progress,  commencing  at  Richmond,  t])e 
western  terminus  of  the  Dayton  and  Western,  and  Hamilton  and  Eatog 
roads,  and  extending  to  the  Wabash  river,  at  Logansport,  which  it  j] 
intended  ultimately  to  carry  forward  to  Chicago.  As  a  through-route, 
its  object  is  to  connect  Cmcinnati  and  Chicago.  L  cally,  it  may  b^ 
regarded  as  a  Cincinnati  road,  penetrating  a  very  rich  and  productive 
section  of  the  State.  It  is  under  contract  from  Richmond  to  the  War 
bash,  by  way  of  Newcastle.  It  will  be  seen  that,  for  the  country  tra- 
versed,  it  will  constitute  a  very  direct  and  convenient  outlet  to  its  great  I 
market,  Cincinnati;  and  it  is  so  situated  as  to  command,  to  a  great ej. 
tent,  the  traffic  of  the  territory  lying  to  the  north  of  its  line.  The  route  I 
proposed  by  this  road,  it  is  believed,  will  constitute  the  sho  ..est  route 
Detween  Cincinnati  and  Chicago. 

It  is  also  proposed  to  construct  a  branch  from  the  Jeflersou^ille  road 
commencing  at  or  near  Columbus,  and  extending  as  far  ncth  as  Union 
the  eastern  terminus  of  the  Indianapolis  and  Bellefontaine  road,  and 

Erobably  <o  Fort  Wayne.     This  extension  is  favored  by  the  city  of  I 
louisviile,  Kentucky,  as  affording  means  of  connecting  herself  witif 
the  roads  running  east  and  west  throueh  Ohio,  and  of  se  ^  ring  a  nor- 
tion  of  their  trade  and  travel,  which  otherwise  would  be  drawn  to  Cii.| 
cinnati. 

The  branch  to  Fort  Wayne  would  probably  run  through  Muncie,oii| 
the  Bellefontaine  road,  and  in  this  manner  a  connexion  would  be  formed! 
between  Fort  Wayne  and  Indianapolis.    The  route  for  such  a  road  li 
been  surveyed  and  found  favorable,  and  active  r  sasures  are  in  progress! 
to  raise  the  necessary  means  for  its  constructioi  I 

The  above  are  the  leadmg  projects  in  the  Sti  e.  There  are  several 
others  of  minor  consequence,  among  which  may  e  named  the  Shelby- 
ville,  Knightstown,  and  Rushville  branches.  1  ere  are  others  pro- 
posed, but  not  sufficiently  advanced  to  call  for  pa  icular  notice. 


:lij 


i  i 


ii> 


MICHIGAN. 

Population  in  1830,  (Territory ,J  31,639;  ir  1840,  212,267;  lai 
1860,  397,654.  Area  in  square  miles,  66,243  ;  .  bitants  to  square  I 
mile,  7.07.  [ 

The  State  of  Michigan,  so  early  as  1636,  while  in  her  very  infancy, 
matured  and  commenced  an  elaborate  system  of  internal  improvements,! 
by  means  of  railroads  and  canals.  Of  the  latter  none  have  been  con-[ 
structed :  in  fact,  they  were  hardly  commenced.  Of  the  great  lines  ofl 
railroads,  two,  the  most  important,  have  been  completed,  with  some  de-l 
viation  from  the  original  plans. 

1.  The  Michigan  Central  railroad  commences  at  Detroit,  and  runsi 
generally  in  a  western  direction,  to  Lake  Michigan.  It  is  then  de-j 
fleeted  southward  and  carried  around  the  southern  shore  of  Lake  I 
Michigan  to  Chicago,  the  whole  length  of  line  being  282  miles.  Ill 
was  completed  to  Lake  Michigan,  at  New  Buffalo,  two  or  three  years  I 
since,  but  was  extended  to  Chicago  within  a  few  months  only.  Thisl 
workisinevery  point  of  view  most  important,  saving  the  necessity  of  I 


S.  Doc.  112. 


887 


li  long  and  expensive  detour  by  way  of  Mackinaw,  in  travelling  from 
least  to  west,  and  having  proved  of  great  convenience  to  the  travelling 
laod  business  public.  This  road  was  commenced  by  the  State  of 
iMichigan,  under  whose  auspices  about  125  miles  of  the  eastern  portion 
of  it  were  constructed.  The  State  becoming  embarrassed  in  conse- 
quence of  the  injudicious  management  of  her  affiiirs,  the  road  was  sold 
■to  a  private  company  in  the  latter  part  of  1846,  by  whom  the  work  of 
jconstruction  was  immediately  resumed,  and  prosecuted  with  great 
Ivjoor  to  its  termination,  at  Chicago.  Since  its  completion  it  has  proved 
Ivery  productive.  Its  importance  as  a  great  thruugh-link,  between 
Ithe  East  and  the  West,  will  be  greatly  incieased  by  the  construction  of 
Ithe  great  V/estern  railroad  of  Canada,  which  will  be  completed  during 
jthe  coming  3^ear.  When  that  road  shall  be  opened,  a  direct  route,  in 
Iconnexion  with  the  above  roads,  will  be  afTorded  to  the  travel  from  the 
Icastern  States  to  Chicago,  the  great  central  point  of  the  northwestern 
(uade  and  travel. 

I  a.  Michigan  Southern  railroad.  Like  the  Central  road,  the  Michigan 
jSouthern  was  formerly  a  State  work,  and  as  such,  was  opened  to  Adrian, 
jsG  miles  from  Monroe,  its  eastern  terminus.  On  the  failure  of  the 
Istate,  its  farther  progress  was  abandoned ;  but  after  a  lapse  of  some 
lycars  it  was  sold  to  a  private  company,  by  whom  it  has,  m  connexion 
Iwith  the  Indiana  Northern  road,Deen  recently  extended  to  Chicago. 
IThe  distance  between  the  termini  is  243  miles.  It  was  originally  in- 
Itended  to  carry  this  road  through  the  southern  tier  of  counties  to  New 
IBufialo ;  but  this  plan  was  abandoned  by  the  present  company,  and, 
(after  running  about  130  miles  in  Michigan,  the  line  was  deflected 
linto  Indiana,  and  on  this  portion  constructed  under  a  charter  granted 
Iby  that  State.  This  road  is  also  connected  with  Toledo,  on  Lake 
lErie,  and  will  be  shortly  connected  with  the  railroads  of  Ohio ;  and  it 
Imay  be  confidently  expected,  that  by  the  first  of  Januaiy  next  a  con- 
jtinuous  line  of  raUroad  will  exist  from  New  York  to  Chicago,  a  dis- 
jtance  of  nearly  1,000  miles.  The  Michigan  Southern  and  Indiana 
iNorthern  may  both  be  regarded  as  belongmg  to  one  interest,  and  as 
Iforraing  in  fact  one  line.  Though  recently  opened  for  business,  its 
Iprospects  are  very  favorable.  In  the  hands  of  its  present  managers,  it 
[has  been  prosecuted  with  energy  and  success ;  and,  as  the  general  di- 
jrection  of  its  line  coincides  with  the  southern  shores  of  Lakes  Erie  and 
IMichigan,  it  is  difficult  to  find  a  more  important  line  of  road.  Its 
Isuccess  since  its  opening  fully  justifies  the  sagacity  and  foresight  of  the 
Iparties  by  whom  its  extension  was  planned  and  executed. 
I  The  local  trade  both  of  the  Central  and  Southern  roads  is  supplied 
Iby  an  ample  belt  of  fertile,  wall-settled  and  highly  productive  countiy, 
I  which  alone  would  yield  sufficient  support,  entirely  independent  of 
jthrough-traffic.  Both  are  intended  to  form  important  parts  of  independ- 
lent  through-routes  from  Boston  and  New  York  to  Chicago— one  on 
[the  north,  the  other  on  the  south  shore  of  Lake  Erie — and  must 
[become  intimately  identified  with  important  routes  of  commerce  and 
I  travel 

A  railroad  fi"om  Green  Bay  to  Lake  Superior  is  an  important  pro- 
Iject,  and  will  prove  of  great  convenience  to  the  mining  districts  on  the 


'i  la 


if: 


U.. 


868 


S.  Doc.  112. 


Ill 


i 


southern  shores  of  the  latter,  which  for  a  considerable  portion  of  the 
year  are  inaccessible.  This  work  is  indispensable  to  the  proper  dfr 
velopment  of  the  vast  mineral  resources  of  that  great  region.  Its  route 
is  the  best  that  could  be  adopted  for  immediate  exigencies.  The  line  of  I 
the  road  is  under  survey ;  and  it  is  believed  that  its  construction  will  he 
immediately  commenced,  an  amount  of  business  suflficient  to  furnish  a 
considerable  traffic  being  already  developed  on  its  northern  terminus. 
A  road  is  also  proposed,  and  will  undoubtedly  in  a  few  years  becoiv 
slructed,  extending  from  Detroit  to  Toledo,  with  a  view  to  enable  the 
great  Western  railroad  of  Canada  to  form  a  connexion  with  the  lines 
of  the  United  States. 

ILLINOIS. 

* 

Population  in  1830,157,446;  in  1840,  476,183;  in  1850,8-51,470. 
Area  in  square  miles,  55,405  ;  inhabitants  to  square  mile,  15.36. 

There  is  a  remarkable  similarity  between  the  histories  of  the  States 
of  Indiana  and  Illinois,  so  far  as  their  respective  systems  of  internal 
improvements  are  concerned.  Both  systems  were  commenced  about 
the  same  period ;  both  States  became  involved  in  similar  financial  em- 
barrassments; and  both  abandoned  the  prosecution  of  their  respective 
works — most  of  which  have  been  either  discontinued  entirely,  or  have 

1)assed  into  private  hands.  While  this  parallel  exists  between  the  two, 
[llinois  labored  under  the  disadvantage  of  being  a  much  newer  State, 
possessing  smaller  means,  and  consequently  requiring  a  longer  time  to 
recover  from  her  embarrassments.  As  in  her  first  efforts  she  imitated 
the  examples  of  Ohio  and  Indiana,  so  she  is  again  following  closely  in 
their  footsteps,  in  the  new  career  upon  which  slie  has  just  entered. 

The  lllinoisand  Michigan  canal.  This  canal  is  almost  the  only  improve- 
ment which  Illinois  has  to  show  for  the  vast  debt  she  has  incurred  for  her 
public  works.  It  has  passed  into  the  hands  of  her  bond-holders,  and 
has  been  completed  by  them  in  a  manner  very  similar  to  its  kindred 
work,  the  Wabash  and  Erie  canal.  It  extends  from  Chicago  to  Peru, 
at  the  head  of  navigation  on  the  Illinois  river.  It  was  commenced  in 
1836,  and  completed  in  1848.  It  is  60  feet  wide,  and  6  feet  deep. 
Th(?  locks  have  a  capacity  for  boats  of  150  tons.  Its  length  is  100 
miles,  and  its  summit  level  is  8  feet  only  above  Lake  Michigan.  The 
original  plan  was  to  feed  it  directly  from  the  lake;  but  as  this  involved 
a  very  large  expenditure,  it  was  abandoned. 

The  canal  was  opened  in  the  fall  of  1848,  since  which  time  it  has 
done  a  successful  business.  Like  the  Wabash  canal,  its  direction 
coincides  with  the  usual  route  of  commerce  and  travel.  It  is  hardly 
possible  to  conceive  a  more  favorable  route  for  such  a  work.  It  con- 
nects the  lakes  with  the  navigable  waters  of  the  Mississippi  at  their 
nearest  approach  to  each  other.  Between  these  great  water-courses 
an  immense  trade  must  always  exist.  The  former  penetrates  high 
northern  regions,  and  the  latter  traverses  a  country  abounding  in  many 
tropical  productions.  With  the  canal  they  constitute  a  natural  route  of 
commerce ;  and  as  the  eastern  are  the  great  markets  for  the  products 
of  the  western  States,  this  work  must  form  one  of  the  leading  channels 
of  commerce  between  these  two  divisions  of  the  country.   AU  that  was 


S.   Doc.  112. 


369 


i^anting  to  secure  a  large  portion  of  the  products  of  the  Northwest  to 
the  lake  and  Erie  canjd  routes  was  an  outlet  for  them.  This  the  Illinois 
canal  first  supplied.     The  effect  of  its  opening  has  been,  in  fact,  to  turn 

I  an  immense  tide  of  business  from  its  old  channel,  by  the  Mississippi 
river,  to  the  new  one  by  the  lakes. 
The  influence  of  this  work  is  already  seen  in  the  impulse  it  has  given 

I  to  the  growth  and  trade  of  Chicago ;  in  the  change  it  has  effected  in  the 
direction  of  the  products  of  Illinois,  and  other  western  States,  to  mar- 
ket, and  of  merchandise  imported  into  the  same  sections  of  countr)'. 
Were  its  capacity  equal  to  the  business  which  will  soon  be  thrown 

I  upon  it,  and  were  the  Illinois  and  Mississippi  navigable  at  all  seasons 
of  the  year,  there  can  be  no  doubt  that  the  canal  would  be  able  to  en- 

I  (jross  a  large  portion  of  the  trade  of  the  country  west  and  southwest 

j  of  Lake  Michigan,  and  north  of  the  Ohio  and  Missouri  rivers.  As  it 
is,  it  is  preparing  the  way  for  a  great  diversion  of  that  trade  to  the 
lakes  and  the  northern  route.     The  railroads  now  in  progress  in  Illinois 

I  will  soon  come  to  its  aid,  and  supply  the  want  of  an  uninterrupted 
navigation  in  the  western  rivers. 

Railroads  in  Illinois. 

The  system  of  improvements  first  proposefl  by  the  State  in  eighteen 
[hundred  and  thirty-six  contemplated    a  very  large  number  of  rail- 
roads, traversing  every  portion   of  the  State.     The   more   important 
of  these  were  the  Illinois  Central,  the  Edwardsville  and  Shawnee- 
[town,  the  Quincy  and  Danville,  the   Alton  and   Terre  Haute,  the 
jMountCarmel  and  Alton,  and  the  Peoria  and  Warsaw  roads.     After 
the  expenditure  of  large  sums  upon  these  lines  they  were  all  ultimately 
abandoned,  and  the  improvements  made  have  mostly  fallen  into  the 
I  hands  of  private  companies.     No  portion  of  any  of  the  lines  commenced 
I  has  been  opened,  with  the  exception  of  the  link  in  the  Quincy  and 
Danville  railroad,  extending  from  Springfield  to  the  Illinois  river.    With 
a  few  exceptions,  the  work  done  upon  the  various  proposed  lines  is  of 
I  little  value  to  the  companies  which  have  resumed  their  construction. 

The  recent  railroad  movement  in  Illinois  dates  only  two  or  three 

[years  prior  to  the  present  time.    It  has  the  same  general  character  as 

those  already  noted  in  Ohio  and  Indiana.     The  construction  of  roads 

in  this  State  folloios  instead  of  antkipating  the  wants  of  the  community, 

land  proceeds  in  a  legitimate  and  business-like  manner,  which  promises 

I  the  most  satisfactory  results. 

The  State  of  IlUnois  is  one  of  the  largest  States  of  the  confederation 
I  in  area,  and  probably  is  unsurpassed  by  any  in  the  extent  of  her  re- 
I  sources.    Over  her  whole  surf  ice  she  has  a  soil  of  inexhaustible  fer- 
tility, a  large  portion  of  which  covers  vast  beds  of  coal,  in  connexion 
with  on  abundant  supply  of  irOn  ore.     The  richness  of  her  lead  mines 
is  well  known.     Her  commennal  advantages  are  equal  to  those  of 
any  western  State.    Upon  her  western  bound  ary  is  the  Mississippi  river ; 
upon  her  southern,  and  a  large  portion  of  her  eastern  border,  are  the 
Ohio  and  Wabash.     The  norihern  pfirt  of  the  State  is  washed  by  Lake 
[  Michigan,  which  is  accessible  by  ships  of  three  hundred  tons  burden 
!  from  the  ocean.     Her  central  j)ortions  are  penetrated  by  the  Illinois 
!  river,  one  of  the  most  favorable  in  the  West  for  tho  purposes  of 
25 


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a   Doc.  112. 


.^' 


k 


I 


i: 


I 


navigation.    All  these  water-courses  afford  convenient  outlets  for  the 
products  of  her  soil,  and  contribute  incalculably  to  her  prosperity. 

The  city  of  Chicago  has  now  become,  and  must  always  remain,  the 
emporium  of  the  State.  It  is  the  great  pivot  u[)on  which  the  rail. 
road  system  of  the  State  turns.  Most  of  the  lines  in  progress  are 
constructed  with  express  reference  to  this  point.  All  running  in  g 
northerly  and  southerly  direction  look  to  that  city  as  the  northern 
terminus.  The  same  may  be  said  of  those  traversing  the  northern 
portion  of  the  State  in  an  easterly  and  westerly  direction.  The  principal 
exceptions  to  this  rule  are  the  Ohio  and  Mississippi  railroad,  running 
from  Cincinnati  to  St.  Louis,  the  Terre  Haute  and  Alton  railroad,  and 
the  proposed  roads  from  Peoria  and  Springfield  to  Lafayette,  in  Indi- 
ana. There  will  undoubtedly  be  other  roads  constructed  in  different 
portions  of  the  State,  having  no  direct  reference  to  Chicago;  but  such 
only  are  referred  to  as  are  already  in  progress. 

The  great  line,  traversing  the  State  from  north  to  south,  will  be  the 
Illinois  Central  railroad.  This  road  was  commenced  by  the  State  in 
1837,  but  was  soon  abandoned,  with  all  other  projects  of  a  similar 
character.  It  commences  nt  Cairo,  at  the  junction  of  the  Ohio  and 
Mississippi  rivers ;  and,  after  running  in  nearly  a  direct  northerly  course 
for  about  120  miles,  divides  into  two  branches,  one  branch  running  to 
the  extreme  northwest  corner  of  the  State,  bv  ay  of  Peru,  on  the 
Illinois  river;  and  the  other  in  a  very  direct  course  to  Chicago.  Jtj 
whole  length  will  be  700  miles — a  greater  extent  of  line  than  any  other 
chartered  line  in  the  United  States.  The  construction  of  this  road  ij 
secured  by  recent  munificent  grants  of  lands  by  the  general  govern- 
ment, which  amount  to  2,500,000  acres,  most  of  which  lie  upon  the 
immediate  line  of  the  road.  The  road  will  be  completed  in  about  four 
years  from  the  present  time ;  and,  when  constructed,  will  constitute  a 
^and  central  avenue  through  the  State,  from  north  to  south,  which  must 
m  the  end  become  the  trunk  of  many  connecting  and  dependent  roads. 

The  progress  made  by  the  Central  road,  find  the  certainty  of  its 
early  completion,  has  given  a  great  impulse  to  the  public  sentiment  of 
the  State  in  favor  of  similar  projects.  Numerous  lines  are  in  progress 
or  projected  in  every  portion  of  it.  The  line  itself  will  supply  a 
vast  amount  of  railroad  accommodation  to  the  people  of  Illinois.  As 
a  State  work  it  is  a  magnificent  project.  It  is  equally  conspicu- 
ous as  a  part  of  a  great  national  line.  In  connexion  with  the  Mobile 
and  Ohio  railroad  it  forms  a  direct  and  uniform  line  of  railroad,  ex- 
tending north  and  south  for  a  distance  of  more  than  900  miles,  travers- 1 
ing,  in  this  distance,  great  varieties  of  climate  and  production.  By 
taking  the  above  route  a  traveller  may  pass  from  latitude  29**  to  42" 
north  in  a  little  more  than  24  hours.  A  road  possessing  such  ad- 
vantages cannot  fail  to  command  an  immense  tranic  and  travel,  in  ad- 
dition to  its  local  resources. 

With  the  exception  of  the  Central  railroad,  most  of  the  great  routes  I 
of  travel  and  commerce  through  the  State  must  run  firom  east  to  wesL  | 
The  more  important  of  these  are  the  ft)llowing: 

Galena  and  Chicago.— -This  is  the  longest  line  of  railroad  in  opera- 
tion in  the  Stale.    It  is  now  completed  to  Rockford,  a  distance  of  95| 
miles.    At  Frecport,  124  miles  hrom  Chicago,  it  will  form  a  junction 


S.  Doc  ]]2. 


871 


with  the  Illinois  Central  road,  by  which  it  will  be  corrird  for\*'ard  to 
(iiilena,  ISO  miles  from  its  eastern  terminus.  This  road  has  been  one 
of  the  most  successful  and  productive  works  of  the  kind  in  the  United 
gtiites.  It  was  not  embraced  in  the  original  system  marked  out  by 
the  State ;  aiid  affords  a  striking  illustration  of  the  wisdom  of  adapting 
railroad  projects  to  the  known  wants  of  business,  rather  than  of  at- 
tempting to  anticipate  such  wants  by  the  construction  of  a  system 
founded  on  doubtful  contingencies. 

The  easterly  portion  of  the  above  line  forms  the  trunk  of  two  other 
roads,  one  of  which,  the  St.  Charles  branch,  extends  from  its  junction 
with  the  Galena  and  Chicago  road,  in  a  very  direct  course,  to  the 
Mississippi  river,  at  Albany ;  and  the  other,  the  Aurora  branch,  which 

under  contract,  to  Galesburg,  (the  northerly  point  on  the  Peoria 


IS 


and  Oquawka  railroad,)  a  distance  of  about  125  miles.  This  road 
will  1)0  carried  still  further,  in  a  southwesterly  direction  to  Quincy, 
by  means  of  the  Central  Military  Tract  and  the  Northern  Cross 
roads,  also  in  progress  of  construction.  The  distance  from  Quincy  to 
Galesburg,  by  the  above  road,  is  about  120  miles,  making  the  entire 
distance  between  Chicago  and  Quincy  about  280  miles.  It  is  under- 
stood that  the  Michigan  Central  railroad  will  extend  efficient  aid  to  the 
la-it  named  line. 

The  Galena  and  Chicago  railroad  has  exerted  a  very  decided  influ- 
ence in  promoting  the  growth  of  the  city  of  Chicago,  which  advanced 
ia  population  from  4,470  to  40,000  from  1840  to  1852. 

Itock  Island  and  Chicago  railroad. — This  road  follows  the  valley  of 
the  Illinois  and  its  branches,  from  Chicago  to  Peru,  a  distance  of  100 
miles;  from  which  place  it  takes  a  more  westerly  direction,  to  Rock 
island,  a  distance  of  eighty  miles,  making  the  whole  length  of  line  180 
miles.  The  first  division  to  Peru  will  be  completed  by  the  first  of 
January  next,  and  the  whole  in  season  for  the  winter  business  of  1853. 
It  is,  in  many  respects,  an  important  line.  It  will  connect  Chicago  with 
the  head  of  navigation  on  the  Illinois  river,  between  which  points 
an  immensq  travel  and  trade  must  always  exist.  It  has  the  great 
advantage  of  striking  the  Mississippi  river  upon  the  same  parallel  of 
latitude  with  the  southern  shores  of  Lakes  Erie  and  Michigan,  and  at 
the  best  point  for  bridging  that  river  below  St.  Anthony's  Falls.  Rock 
island  is  very  nearly  in  the  same  parallel  with  Council  Bluffs,  the  pro- 
posed point  for  carrying  a  railroad  across  the  Missouri,  running  west- 
ward toward  the  Rocky  mountains.  The  grade  and  curves  of  this  road 
arc  flivorable,  and  it  will  undoubtedly  become  one  of  the  most  important 
avenues  of  trade  and  travel  extending  westward  from  Chicago.  The 
means  for  its  construction  are  furnished  chiefly  by  eastern  capitalists, 
who  took  up  the  project  on  account  of  the  strength  of  its  position. 

Peoria  and  Oquaickti  railroad. — The  next  line  of  railroad  travers- 
ing the  State,  from  east  to  west,  is  the  Peoria  and  Oquawka,  commenc- 
ing at  the  Mississippi  river  opposite  Burlington,  the  largest  and  most 
commercial  town  in  Iowa,  and  running  to  Peoria,  on  the  Illinois  river. 
The  distance  between  the  two  points  is  about  80  miles.  From  Peoria 
it  is  proposed  to  extend  this  road  easterly,  striking  the  Wabash  valley 
at  Lafayette,  or  at  Logansport,  or  at  both  these  places.  The  first 
division  only  of  this  great  Une,  extending  from  the  Mississippi  to  tlie 


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a  Doc.  112. 


II 


Illinois,  is  in  progress.    But  when  the  importnncc  of  the  proposed  ej. 
tension  is  considered,  and  the  relation  it  will  sustain  to  the  railroads  of  I 
the  States  lying  eastward,  no  doubt  can  be  entertained  of  its  commence, 
ment  and  construction  at  no  distant  day. 

Northern  Cross  railroad. — This  name  is  usually  applied  to  the  line  of  I 
road  commencing  at  Quincy,  on  the  Mississippi  river,  extending  to  the 
Indiana  State  line  near  Danville,  Illinois,  and  running  through  Naples, 
Springfield,  and  Decatur.  This  is  one  of  the  projects  embraced  in  the 
State  system  of  improvements ;  and  upon  it  a  much  larger  amount  of  I 
work  was  done  than  upon  any  other  line.  The  work  executed  by 
the  State  has  since  passed  into  the  hands  of  private  companies,  by  one 
of  which  the  portion  of  the  line  extending  from  Springfield,  the  capitij 
of  the  State,  to  the  Illinois  river,  and  commonly  known  as  the  Spring. 
field  and  Meredosia  railroad,  has  been  completed.  The  portion  of 
the  above  line  from  Quincy  to  the  Illinois  is  also  in  progress,  by 
another  company.  From  Springfield  eastward,  the  work  of  construe 
tion  is  also  about  to  be  resumed.  From  Decatur,  two  branches  will 
probably  be  constructed,  one  extending  to  Terre  Haute,  and  the  other 
m  a  more  northerly  direction  towards  Lafayette.  It  may  be  stated, 
that  the  westerly  division  of  this  road,  extending  from  Qumcy  to  Clay- 
ton, will  form  the  base  of  the  line  of  railroads  now  in  progress  to 
Chicago,  under  the  title  of  the  Central  Military  Tract  and  Aurora 
Branch  railroads,  already  referred  to. 

Alton  and  Savgumon  railroad. — This  important  line  of  railroad  ex- 
tends from  Alton  to  Springfield,  the  capital  of  the  State,  a  distance  of 
72  miles.  It  has  been  recently  opened  for  business.  It  forms  an 
appropriate  outlet  from  the  central  portions  of  the  State  to  the  Missis- 
sippi river.  Its  local  conse<juence  is  greatly  increased  by  the  prospect 
of  Its  becoming  a  link  in  the  line  of  railroad  from  Chicogo  to  Alton  and 
St.  Louis.  By  reference  to  the  annexed  map,  it  will  be  seen  that 
Springfield  lies  very  nearly  on  a  direct  line  between  the  above  cities. 
The  division  of  this  line  from  Springfield  to  Bloomington  is  already 
under  contract,  from  whence  it  will  be  carried  direct  to  Chicugo,  or 
unite  with  the  Rock  Island  road  at  Morris.  This  connexion  would 
form  a  very  direct  and  convenient  route  between  the  termini  named. 
The  cities  of  Chicogo  and  St.  Louis  will  probably  always  remain  (with 
the  exception  of  Cincinnati)  the  great  cities  of  the  West ;  and  the  line 
that  will  connect  them  possesses,  to  a  certain  extent,  a  nntional  im- 
portance. The  fact  that  it  connects  Lake  Michigan  with  the  Missis- 
sippi on  a  great  and  convenient  route  of  travel  between  them,  can- 
not fail  to  give  it  rank  among  our  leading  works. 

In  the  central  portion  of  Illinois  are  several  lines  having  a  general 
eastern  and  western  direction.  Among  the  more  it njiortaiit  of  these 
may  be  named  the  Western  and  Atlantic,  the  Terre  Haute  and  Alton, 
and  a  road  from  Terre  Haute  to  Springfield,  the  capital  of  the  State. 

The  Atlantic  and  Mississippi  road  is  now  the  only  link  wanting  in  a 
great  chain  of  railroads  extending  from  St.  Louis  to  the  Atlantic.  Its 
line  is  identical  with  the  convenient  route  between  that  and  all  the 
leading  eastern  cities.  It  may  be  regarded  as  the  Mississijipi  trunk  of 
all  the  roads  in  central  Ohio  and  Indiana  running  east  and  west.  The 
importance  of  this  road  to  the  general  system  of  the  country  is  well 


a  Doc.  112. 


878 


shown  by  the  accompanying  map.  The  city  of  St.  Louis  is  one  of  the 
great  depots  of  trade  in  the  interior,  between  which  and  the  Atlantic 
cities  there  exists  a  vast  commerce  and  travel.  As  a  through-route, 
there  is  none  in  the  country  offering  better  prospects  of  a  lucrative 
traffic.  It  is  regarded  with  great  favor  by  the  public,  and  there  can  be 
no  doubt  that  its  stock  will  be  eagerly  sought  by  eastern  capitalists. 
The  whole  line  will  be  placed  immediately  under  contract  for  comple- 
tion, within  the  shortest  practicable  period. 

The  country  traversed  by  the  road  is  a  very  fertile  portion  of  the 
State,  and  wiU  supply  the  usual  amount  of  local  traffic  for  a  western 
road. 

2'cnc  Houte  and  Alton  railroad. — This  project  has  the  same  general 
direction  and  object  with  the  one  last  described.  One  of  the  leading 
objects  in  its  construction  is  to  promote  the  increase  of  the  city  of  Alton, 
its  Mississippi  terminus.  It  traverses  a  fertile  and  well  cultivated  por- 
tion of  the  State,  and  is  sufficiently  removed  from  the  Mississippi  and 
Atlantic  to  command  a  large  local  trade.  The  whole  line  of  this  road 
is  under  contract  for  completion  within  three  years  from  this  time,  and 
several  portions  of  it  are  in  progress. 

The  proposed  road  from  Terre  Haute  to  Springfield,  it  will  be  seen, 
is  an  important  link  to  connect  the  roads  of  Indiana  with  the  Central 
Illinois  and  with  the  Northern  Cross  roads.  Measures  are  in  pro- 
gress to  place  this  road  under  contract,  which  promise  its  speedy  com- 
pletion. 

A  railroad  is  also  proposed  from  Mount  Carmel,  on  the  Illinois  river, 
to  Alton.  This  is  one  of  the  projects  which  were  included  in  the  State 
system  of  1837.  A  portion  of  the  eastern  end  of  this  line  was  graded 
by  the  State.  These  improvements  have  gone  into  the  hands  of  a 
private  company,  by  which  the  road  will  be  completed  from  Mount 
Ciirrael  to  Alton,  a  distance  of  about  twenty  miles.  This  road  will 
probably  be  extended  to  Princetovirn,  Indiana,  in  order  to  form  a  con- 
nexion with  the  Evansville  and  Illinois  road. 

The  Ohio  and  Mississippi  road,  one  of  the  most  important  projects 
in  the  State,  has  already  been  noticed  under  the  head  of  Ohio. 

MISSOURI. 

Population  in  1830,  140,455;  in  1840,  383,702;  in  1850,382,043. 
Area  in  square  miles,  67,380;  inhabitants  to  square  mile,  10.12. 

No  effort  was  made  in  this  State  toward  the  construction  either  of  rail- 
roads or  of  canals  till  within  a  recent  period.  This  was  partly  owing 
to  the  fact  of  its  being  a  frontier  State,  in  which  the  necessity  of 
railroads  is  less  felt,  than  in  those  so  situated  as  to  become  thorough- 
fares for  their  neighbors ;  and  partly  to  the  sparseness  of  the  popula- 
lation  in  nearly  every  portion  of  the  State.     At  the  session  of  the 

j  legislature  of  1851,  the  State  agreed  to  lend  its  credit  to  two  great  lines 
of^  railroad:  the  Pacific  road,  commencing  at  St.  Louis,  and  running 

I  to  the  west  line  of  the  State,  on  the  south  side  of  the  Missouri  river; 

j  and  the  Hannibal  and  St.  Josepfi's  road,  extending  from  the  Mississippi 

I  to  the  Missouri,  on  the  north  side  of  the  latter,  and  connecting  the 
places  named.    The  amount  of  aid  voted  was  $2,000,000  to  the  for- 


in 


874 


S.  Doc.  112. 


1 


mcr,  and  $1,500,000  to  the  latter ;  the  loans  not  to  become  available 
until  each  company  should  have  obtained  $1,000,000  of  private  suxrk 
and  then  only  so  fast  as  eoual  portions  of  stock  sabscriptions  should  b« 
jtoid  up  and  expended.  When  either  company  shall  have  expended 
$60,000,  they  are  entitled  to  cull  upon  the  State  for  its  bonds  to 
an  equal  amount,  as  security  for  which,  the  latter  holds  a  lien  upon  tiie 
road  and  all  the  property  of  the  companies.  The  State  aid  will  pro. 
bably  be  increased  to  meet  one-half  the  cost  of  both  roads.  Although 
local  considerations  are  the  primary  motive  in  the  construction  of  the 
above  roads,  the  projectors  look  to  their  ultimate  extension  to  the 
Pacific  ocean.  Although  their  eastern  termini  are  somewhat  widely 
separated,  they  approach  each  other  as  they  proceed  westward,  and 
would  meet  beyond  the  Missouri  river,  if  prolonged  in  their  general 
directions.  As  local  roads,  they  are  of  great  importance.  They  will, 
when  completed,  add  much  to  the  convenience  of  the  emigrant  and 
pioneer,  by  materially  reducing  the  long  and  tedious  journey  on  foot 
from  the  Mississippi  to  the  western  boundary  of  our  settled  territory. 
In  connexion  with  the  great  lines  of  railroad  lying  to  the  east,  they 
would  form  a  pail  of  a  line  across  the  continent,  li"om  one  ocean  to  the 
other.  Every  mile  we  advance  westward,  is  so  much  gained  toward 
the  accomplishment  of  a  work  destined  to  be  the  crowning  achievement 
of  modern  energy  and  science.  Private  enterprise  will  soon  have  ac- 
complished so  much,  as  to  leave  the  portion  that  must  devolve  upon  the 
general  government  a  comparatively  easy  task.  It  private  companiej 
with  then*  unaided  means  can  accomplish  more  than  naif  of  this  work, 
certainly  what  remains  is  not  of  such  vast  magnitude,  as  to  intimidate 
the  collective  energies  and  power  of  a  great  nation. 

Rapid  progress  is  now  making  in  the  construction  of  the  above  roada; 
and  there  can  be  no  doubt  of  their  speedy  completiMi. 
V  In  addition  to  the  original  object  of  the  Pacific  railroad,  its  eastern 
portion  will  probably  be  made  the  trunk  of  a  branch  extending  to  the 
mineral  districts  of  the  southwestern  portions  of  the  State,  which  are 
extremely  rich  in  iron,  lead,  and  copper.  These  great  resources  still 
remain  undeveloped,  from  the  want  of  a  suitable  outlet,  which  the 
above  road  will  create ;  and  measures  are  now  in  progress  for  its  con- 
sti'uction.  It  is  also  proposed  to  make  this  branch  a  portion  of  a  great  I 
line  from  St.  Louis  to  New  Orleans,  upon  the  west  side  of  the  Missis- 
sippi. This  latter  project  is  attracting  much  attention,  and  though  the 
means  do  not  now  exist  for  its  construction,  the  eventual  realization  of  | 
this  project  can  hardly  be  doubted. 


communities 


f    ■ 

1 

;  WISCONSIN. 

Population  in  1840,  (Territory,)  30,945;   in  1850,  305,191.    Area| 
in  square  miles,  53,924;  inhabitants  to  square  mile,  5.G5. 

The  State  of  Wisconsin,  though  in  1840  it  numbered  only  30,000 
inhabitants,  is  already  in  possession  of  a  first-class  line,  a  considerable 
portion  of  which  is  m  operation — ^the  Milwaukie  and  Mississippi  rail- 
road. This  line  of  road  commences  at  Milwaukie,  the  leading  town  ia 
the  State,  and  extends  in  a  westerly  direction,  running  through  tie 
capital  to  the  Mississippi,  at  Prpirie  du  Chien,  a  distance  of  about  200 


S.  Doc.  lis. 


875 


fi"f    I 


miles.  It  is  already  in  operation  to  Whitewater,  a  distance  of  60  miles, 
and  will  be  completed  to  Rock  river  during  the  coming  autumn,  h 
was  commenced  in  1860,  and  owes  its  birth  and  prosecution  to  the  en- 
terprise and  capital  of  the  city  of  Milwaukie.  It  is  the  most  northerly 
railrcad  yet  projected,  running  from  Lake  Michigan  westward,  .iWithUw  > 
advantage  ot  olferinjj  the  cheapest  outlet  for  all  the  country  lying  noilil'  •• 
and  west  of  its  termmus  on  the  Mississippi  river.  It  traverser  a'«aail  •■ 
benutiCul  region  of  country,  and  bids  fair  to  become  a  successful  and 
lucrative  road,  as  it  occupies  a  favorable  route,  and  will  be  constructed 
at  low  cost  It  is  distinguished  by  being  constructed  at  a  much  earlier 
period  in  the  history  of  a  State  than  any  similar  work ;  and  it  is  cer- 
tainly a  wonderful  illustration  of  the  rapid  growth  of  the  Western 
country,  that  in  the  short  space  of  ten  years  a  wilderness  has  been 
reclaimed  and  brought  into  hi^h  cultivation,  and  been  filled  with  a 
thriving  and  prosperous  people,  in  possession  of  all  those  contrivances 
in  aid  of  labor  and  in  promotion  of  social  and  material  advantages,  the 
results  of  modern  science  and  skill,  and  of  which  many  richer  and  older 
communities  have  not  as  yet  availed  themselves.  As  the  tide  of  emi- 
gration moves  westward,  it  carries  with  it  all  the  distinguishing  charac- 
teristics of  the  eastern  States;  so  that  a  person  may  travel  to  the  very 
verge  of  western  settlement  without  being  conscious  of  any  change,  , 
save  in  the  natural  features  of  the  country. 

Another  important  line  projected  in  Wisconsin  is  the  Fond  du  Lac 
and  Rock  River  Valley  railroad,  extending  from  Fond  du  Lac,  on  Lake 
Winnebago,  in  a  southwesterly  course  to  Janesville,  whence  it  takes  a 
southeasterly  course  to  Chicago.  The  entire  length  of  this  road  is  about 
215  miles.  It  is  in  course  of  construction  at  both  ends,  and  a  portion  of 
the  line,  near  Fond  du  Lac,  will  soon  be  in  operation.  From  Fond  du 
Lac,  it  is  in  contemplation  to  extend  a  branch  to  the  western  extremity  of 
Lake  Superior,  for  which  a  favorable  route  is  said  to  exist.  This  ex- 
tension would  even  now  be  of  gi-eat  utility  in  giving  access  to  the  vast 
extent  of  fertile  country  lying  west  of  the  great  lake,  which  is  becoming 
an  attractive  field  for  emigrants;  and  should  Congress  favor  this  pro- 
posed line  by  a  grant,  its  immediate  construction  would  be  the  resul|*^j 
Such  a  road  will  ultimately  be  found  indispensable  to  the  settlement  ol 
a  large  portion  of  the  Minnesota  Territory,  and  will  probably  receive 
encouragement  from  the  general  government,  for  the  purpose  of  pro- 
moting this  object  and  opening  to  a  market  an  important  and  valuable 
portion  of  its  domain. 

The  whole  route  of  the  Fond  du  Lac  and  Rock  River  Valley  rail- 
road runs  through  an  extremely  fertile  country.  One  of  the  objects  of 
the  road,  from  which  it  will  derive  lucrative  employment,  is  in  the  dis- 
tribution over  the  State  of  the  lumber  which  grows  upon  the  rivers 
flowing  info  Lake  Winnebago.  Works  are  now  in  progress,  which  will 
soon  allow  vessels  navigating  Lake  Erie  to  reach  Lake  Wiimeba^o, 
adding  much  to  the  business  and  prosperity  of  the  above  road. 

Works  are  also  in  progress  for  uniting  the  Wisconsin  and  Fox  rivers 
by  a  canal,  which  shall  admit  steamboats  of  the  capacity  of  those 
navigating  the  rivers.    By  reference  to  the  maps  it  will  be  seen  thM 
these  rivers  approach  each  other  very  nearly,  the  distance-feetw^ipfc- 
them  being  less  than  two  miles,  and  the  separation  consistmg  only  <^  a 


/ 


If  ^'' 


.\ 


I 

\  * 


!»•'■ 


Yre 


8.  Doc.  112. 


••trip  of  low  land,  mibmerged  at  high  water,  and  allowing  the  paaiaje  I 
'of  small  bouts  from  one  to  the  other.    This  cunal  is  nearly  complete 
and  when  opened  will  allow  the  passage  of  steamboats  from  the  lakes 
<to  the  Mississippi  river. 

A  railroad  is  also  proposed  from  Dubuque,  on  the  Mississippi  riy^ 
to  Lake  Michigan,  passing  through  the  southern  tier  of  counties  in  tl^ 
Btate.  Such  a  rood  would  make  the  town  of  Jonesville  a  point  from 
which  it  Would  be  carried  forward,  by  rouds  m  progress,  to  the  toviw 
of  Ciiicago  and  Milwaukie. 


IOWA. 


Area 


Population  in  1840,  (Territory,)  43,112;  in  1860,  192,214. 
in  square  miles,  50,914 ;  inhabitants  to  square  mile,  3.77. 

No  railroad  has  yet  been  commenced  in  Iowa,  though  several  com- 

1>anies  have  been  organized  for  their  construction.  It  will  be  recol- 
ected  that  some  ten  years  since,  the  State  had  only  about  60,000 
people.  It  has  now  probably  nbout  300,000,  most  of  whom  are  settled 
in  the  neighborhood  of  navigable  rivers  ;  and  on  this  account  the  ne- 
'cessity  of  railroads  has  not  been  so  much  felt  as  it  would  otherwise 
•have  been.  As  Iowa  is  one  of  the  most  fertile  States  of  the  West, 
ranking  among  the  first  in  extent  and  natural  resources ;  and  as  the 
surface  of  its  soil  is  well  adapted  to  the  cheap  and  expeditious  con- 
struction of  railroads,  and  the  State  is  filling  up  with  gieat  rapidiiv, 
with  an  enterprising  and  vigorous  people,  we  cannot  expect  tlint  she 
will  long  be  behind  her  sister  States  in  the  construction  of  works  so 
important  to  the  prosperity  and  progress  of  any  people. 

The  most  important  of  the  proposed  roads  m  Iowa  are  the  lines 
lending  from  Rock  Island  to  Council  Bluffs ;  from  Dubuque  to  Keokuk; 
iind  from  Burlington  to  the  Missouri  river.  The  first  of  these  extends 
Vest  upon  the  parallel  of  the  southern  shore  of  Lake  Michigan.  Rock 
island  is  believed  to  be  the  best  point  for  the  passage  of  the  Mississippi 
tiver,  and  Council  Bluffs  for  that  of  the  Missoiu-i.  These  facts  show 
the  prospective  importance  of  this  line. 

The  object  of  the  Dubuque  and  Keokuk  line  is  to  cut  off  the  bend 
in  the  Mississippi  river,  and  to  avoid  the  rapids,  which  are  a  seriousl 
abstraction  to  navigation. 

The  project  from  Burlington  to  the  Missouri  has  the  same  general 
object  as  the  Rock  Island  and  Council  Bluffs  road.  No  one  of  the 
above  projected  improvements  has  been  commenced,  though  measuresj 
■for  the  purpose  are  in  progiess. 

BAILEOADS  IN  THE  BRITISH  PROVINCES. 

As  the  provincial  railroads  are  to  be  intimately  connected  with  tbosej 
of  the  United  States,  a  brief  notice  of  the  former  will  be  appropriate  I 
this  report. 

A  few  railroads  only  have  been  constructed  in  the  British  provinces,! 
for  the  reason  that  these  works  were  not  particularly  required  to  i 
in  the  movement  of  property  ;  the  numerous  rivers,  lakes,  and  baysj 
supplying  cheap  and  convenient  media  for  this  purpose.     The  principal 


8   l)oc.  J 18. 


»n 


jgttlementf  of  New  Brunswick  and  Nova  Scotia  nre  upon  the  imme- 
diate Iwrders  oi'mivi^iible  tide-water.  The  nurrow  beh  ol  arable  land 
to  which  the  population  of  Canada  is  confined  is  travr>rscd  for  its  entire 
length  by  the  lakes  and  the  St.  Lawrence  river.  The  various  water- 
courses described  will  continue  to  be  the  principul  channels  and  routes 
ofcotntncrce,  even  after  the  construction  ol  rnilronds  pjiniUrl  with  them. 

The  roads  in  progress  and  contemplated  in  the  provinces,  therefore, 
are,  with  one  or  two  exceptions,  being  constructed  chiefly  with  a  view 
to  passenger  traffic.  They  are  forluniite,  however,  in  the  fact  that 
their  lines  correspond  to  routes  over  which  already  passes  a  lurge 
travel,  and  which  the  roads  themselves  must  immensely  increase. 

Of  the  roads  under  consideration,  the  most  important,  in  some  re- 
spects, is  the  St.  Lawrence  and  Atlantic,  extending  from  Montreal  to  the 
boundary  line  of  the  United  States,  a  distance  of  about  130  miles, 
when  it  connects  with  the  Atlantic  and  St.  Lawrence  railroad,  extend- 
ing to  Poitland.  This  work  was  briefly  described  in  the  notice  of  the 
roads  in  the  State  of  Maine.  The  original  object  in  its  construction,  as 
far  as  the  Canadas  were  concerned,  was  to  open  a  winter  outlet  for 
the  trade  of  Montreal,  and  in  this  manner  to  add  to  the  business  of  the 
Canadian  canals,  by  which  unbroken  navigation  from  the  upper  lakes 
is  secured  to  the  city.  These  works  have,  to  a  certain  extent,  failed 
to  realize  their  highest  usefulness,  or  to  justify  public  expectation,  for 
want  of  an  avenue  to  the  Atlantic  coast,  other  than  through  the  Gulf 
of  St.  Lawrence.  The  navigation  of  the  St.  Lawrence  being  closed 
for  a  considerable  portion  of  the  venr,  the  late  receipts  of  produce 
have  to  be  held  till  spring,  before  Iney  can  be  sent  to  a  market.  The 
losses  arising  from  this  delay,  embracing  the  charges  for  warehousing, 
interest,  insurance,  &c.,  and  the  decline  in  the  price  of  the  staple,  whicn 
is  often  ruinous  to  the  holder,  have  tended  to  turn  this  trade  into  other 
channels,  to  restrict  the  business  of  this  route,  and  to  increase  that  of 
its  great  rival,  the  Erie  canal.  To  remedy  this  evil,  by  securing  an 
uninterrupted  communication  nt  all  times  with  navigable  tide-water,  is 
one  great  object  of  this  proposed  road.  There  can  be  no  doubt  that 
this,  or  a  work  similar  m  ciinracter  and  objects,  is  necessary  to  secure 
all  the  results  anticipated  from  the  canals. 

The  St.  Lawrence  and  Atlantic  road  is  in  operation  to  Sherbrooke,  a 
distance  of  9  L  miles  from  Montreal,  and  is  in  a  state  of  such  forward- 
ness that  no  doubt  is  entertained  of  its  completion  by  July  next. 

The  Quebec  and  Richmond  railroad  is  a  work  designed  to  place  the 
city  of  Quebec  in  the  same  relation  that  Montreal  sustains  to  the  St. 
Lawrence  and  Atlantic  railroad ;  and  at  the  same  time  with  the  latter, 
to  unite  these  cities  by  a  continuous  railroad  line.  From  the  isolated  po- 
sition of  Quebec  in  the  wintei  season,  this  road  will  prove  a  great  benefit 
to  her  commerce,  as  well  as  a  great  convenience  to  the  travelling  and 
business  community.  Its  entire  line  is  under  contract,  to  be  completed 
early  in  1854. 

Another  proposed  work  attracting  great  interest  in  Canada,  is  the 
line  extending  trom  Montreal  to  Hamilton,  following  the  immediate  bank 
of  the  St.  Lawrence,  and  of  Lake  Ontario.  This  road  would  run  par- 
allel with  the  great  route  of  commerce  in  the  Canadas,  is  required  by 
the  wants  of  travel,  and  in  the  winter  season  would  be  the  channel 


.41 
"f 


1 


<  fi 


.Sr 


«''-' 


=  ?         1 


? 


'f 


t78 


S.  Doc.  118. 


of  a  Inrffc  trade.  It  must  at  all  Reasons  of  the  year  command  a  lucr». 
five  traffic  from  the  numerous  cities  and  villages  through  which  it 
would  puss.  This  work  has  now  come  to  be  considered  indigpensable 
to  the  interests  of  Canada,  and  is  to  rccoive  such  aid  from  the  govern. 
ment  as  will  secure  its  speedy  construction.  It  is  to  be  placed  xindet 
contract  without  delay. 

The  Great  Western  railroad,  traversing  the  peninsula  of  Canada,  it 
one  of  the  most  important  works  in  the  provinces.  It  extends  from  Kiao. 
ara  Falls,  by  way  of  Hamilton,  to  Windsor,  opposite  Detroit,  a  distance 
of  two  hundred  and  twenty-eight  miles.  It  traverses  a  country,  the  fer- 
tility  and  productiveness  of  which  is  not  exceeded  by  any  portion 
of  Canada  or  the  United  Stutes.  Its  chief  public  attractions,  however 
are  the  relations  it  bears  to  railroads  in  the  United  States.  It  will  be 
seen  by  the  accompanying  map,  that  for  the  railroads  of  New  England 
and  central  New  York,  it  cuts  off  the  long  circuit  by  way  of  the  southern 
shore  of  Lake  Erie,  between  the  East  and  the  West.  On  this  account, 
the  road  has  received  important  aid  from  parties  in  the  United 
States,  interested  in  having  it  opened.  Ample  means  are  provided  lor 
this  work,  and  it  is  expected  that  it  will  be  completed  by  the  first  of 
January,  1854. 

The  Buffalo  and  Brantford  railroad  was  projected  for  the  purpose  of 
securing  to  Buftiilo  the  trade  of  the  country  traversed  by  the  grcnt 
Western,  and  with  the  additional  object  of  placing  that  city  en  route  of 
the  great  line  of  travel  between  the  eastern  and  western  States,  fiuf. 
falo  IS  the  largest  town  within  reach  of,  and  afibrds,  probably,  the  best 
market  for,  the  Canadian  peninsula,  with  which  it  wUl  be  conveniently 
connected  by  the  above  road.  This  city,  too,  is  a  necessary  point  in  the 
route  of  nearly  every  person  visiting  any  portion  of  the  country  border- 
ing  Lake  Erie,  and  it  is  highly  important  that  egress  should  be  had 
from  it  in  every  direction.  The  road  is  in  progress,  and  will  be  com- 
pleted simultaneously  with  the  great  Western. 

The  chartered  line  of  this  road  extends  to  Goderich,  on  Lake  Huron, 
to  which  it  will  probably  be  extended  soon  after  reaching  Brantford. 

The  Toronto  and  Lake  Huron  road  connects  Lake  Ontario  with  Lake 
Huron  by  the  shortest  practicable  line  between  the  two,  and  will  form 
lor  persons  going  to  Lake  Superior  or  Lake  Michigan,  by  way  of  Mack- 
iriaw,  a  much  shorter  line  than  by  way  of  Detroit.  In  this  respect  it 
bids  fiiir  to  occupy  an  important  relation  to  a  leading  route  of  travel 
and  commerce.  It  traverses,  too,  a  very  fertile  district,  alone  capable 
of  supplying  a  lucrative  traffic.  A  portion  of  this  line  is  opened  for 
business,  and  the  unfinished  part  will  be  soon  completed. 

A  road  is  also  under  contract  from  Toronto  to  Guelph ;  but  as  this  is 
a  work  of  local  importance,  a  particular  description  of  it  is  not  re- 
quired. 

The  roads  connecting  Montreal  with  those  of  New  York  and  Ver- 
mont are  sufficiently  noticed  with  the  works  of  those  States. 


LOWER  PROVINCES. 


European  and  North  American  railroad. — ^Under  this  title  is  embraced 
the  proposed  road  extending  fj:om  Bangor,  Maine,  and  Halifax,  Nova 


S.  Doc.  112. 


S7» 


rr^ 


^^,  a  distance  uf  about  five  hundi-cd  miles.  The  princi|)iil  object 
„|)c  efllcted  by  its  construction  is  to  constitute  it  a  port  of  the  irrcat  lino 
pffravel  between  Americu  and  EurojK'.  The  diMtunce  from  New  York 
ioHal>i'>x  is  equal  to  one-third  of  the  entire  distance  troni  the  former  to 
LivcrpiwI;  nn(i  ns  the  proposed  road  pur.'^ues  tlit  nrime  general  direction 
»itb  tl»e  •'"Ute  of  the  steamers,  some  of  whi'h  touch  regularly  at  Hali- 
fax, it  is  believed  that  this  portion  of  the  luufe  to  Euroi)e  would  be 
niatle  by  railway.  It  was  upon  this  a.^-'umptioti  timt  flie  above  project 
via propoaetl.  As  far  us  the  provinces  u(e  <()ncerned,  it  hiis  met  with 
great  favor,  as  it  is  believed  it  will  develop  fhe  abundant  resources 
[nown  to  exist  within  them,  and  secure  those  social  advantages  which 
are  intimately  connected  with  the  progress  of  comparativejy  isolated 
di«trict8,  in  population,  commerce,  and  wealth.  The  New  Brunswick 
portion  of  the  above  road  is  already  under  contract  to  a  company  of 
eminent  English  contractors,  and  the  work  in  progress.  Measures  are 
also  in  progress  to  the  same  end  as  far  as  the  Nova  Scotia  division  is 
concerned.  The  greater  part  of  its  line  through  both  provinces  tra- 
verses a  region  much  more  fertile  and  productive  than  any  considera- 
ble p)rtion  of  our  eastern  States,  from  which  it  is  believed  a  large  and 
prohtuble  business  will  be  secured  both  to  the  road  and  to  the  cities  of 
Halifax  and  St.  John. 

A  project  for  a  railroad  from  Halifax  to  Quebec,  skirting  the  shores 
of  the  gulf  and  river  St.  Lawrence,  has  recently  attracted  much  atten- 
tion throughout  the  provinces,  as  well  as  in  England,  but  this  project 
may  now  be  regarded  as  abandoned.  A  portion  of  the  northern  end 
oftliis  line  may  be  constructed  down  the  St.  Lawrence  for  a  distance 
of  about  one  hundred  miles  below  Quebec.  It  is  also  proposed  to  ex- 
tend a  brunch  from  the  European  and  North  American  railroad  along 
the  Gulf  of  St.  Lawrence  to  Bathurst.  A  road  is  also  in  progress  from 
St.  Andrews  to  Woodstock,  on  the  river  St.  John  ;  but  as  its  importance 
is  mainly  local,  a  particular  description  is  not  required. 

ECONOMICAL  VIEW  OP  THE  EAILKOADS  OP  THE  UNITED  STATES. 

The  first  step  toward  a  correct  idea  of  our  railroads,  as  far  as  their 
uses,  objects,  costs,  and  results  are  concerned,  is  a  thorough  understand- 
ing of  the  social  and  industrial  character  of  our  people,  the  geographical 
and  topographical  features  of  the  country,  the  uniformity  in  the  pursuits 
of  the  great  mass  of  our  people,  and  the  great  distance  that  separates 
the  consuming  from  the  producing  regions, 

Assuming  the  occupied  area  of  that  portion  of  our  territory  east  of 
the  Rocky  mountains  to  be  1,100,000  square  miles,  at  least  1,050,000 
are  devoted  to  agriculture,  while  not  more  than  50,000  are  occupied  by 
the  manufacturing  and  commercial  classes.  These  compose  a  narrow 
bell  of  territory  lying  upon  the  seacoast,  extending  from  Baltimore  to 
the  eastern  part  of  Maine,  and  are  more  widely  separated  from  the 
great  producing  regions  than  any  other  settled  portion  of  the  country. 
The  great  peculiarity  that  distinguishes  our  own  from  older  countries 
is,  that  we  have  no  interior  markets.  The  greater  part  of  our  territory 
has  not  been  long  enough  settled  for  the  development  of  a  variety  of  in- 
dustrial pursuits,  which  constitute  them.    So  entirely  are  our  people 


.■i 


it: 


f  i 


880 


S.  Doc.  112. 


ffi 


In  I 


devoted  to  agriculture,  and  so  uniformly  distributed  are  they  over  the 
whole  countiy,  that  some  of  our  largest  States,  Tennessee  and  Indiana 
for  instance,  had  no  towns  in  1860  containing  a  population  of  over 
10,000. 

This  homogeneousness  in  the  pursuits  of  the  great  mass  of  our  pco- 
pie,  and  the  wide  space  that  separates  the  producing  and  consuminff 
classes,  as  they  are  popularly  termed,  necessarily  implies  the  exjmta- 
tion  of  the  surplus  products  of  each.  The  western  farmer  has  no  home 
demand  for  the  wheat  he  raises,  as  the  sui"plus  of  all  his  neighbors  is 
the  same  in  kind.  The  aggregate  surplus  of  the  district  in  which  he 
resides  has  to  be  exported  to  find  a  consumer;  and  the  producer  for  a 
similar  reason  is  obliged  to  import  all  the  various  articles  that  enter  into 
consumption  which  his  own  industry  does  not  immediately  supply ;  ami 
farther,  as  the  markets  for  our  agricultural  products  lie  either  upon  the 
extreme  verge  of  the  country,  or  in  Europe,  the  greater  part  of  our  do 
mestic  commerce  involves  a  through  movement  of  nearly  all  the  articles 
of  which  it  is  composed. 

In  older  countries  this  necessity  of  distant  movement,  as  will  be  the 
case  in  this,  in  time,  is  obviated  by  the  existence  of  a  great  variety  of 
occupations  in  the  same  district,  which  supply  directly  to  each  class 
nearly  all  the  leading  articles  that  enter  into  consumption. 

It  is  well  known  that  upon  the  ordinary  highways,  the  economical 
limit  to  transportation  is  confined  within  a  comparatively  few  miles, 
depending  of  course  upon  the  kifid  of  freight  and  character  of  the  roads. 
Upon  the  average  of  such  ways,  the  cost  of  transportation  is  not  far  from 
16  cents  per  ton  per  mile,  which  may  be  considered  as  a  sufficiently 
correct  estimate  for  the  whole  country.  Estimating  at  the  same  time 
the  value  of  wheat  at  $1  60  per  bushel,  and  corn  at  75  cents,  and 
that  33  bushels  of  each  are  equal  to  a  ton,  the  value  of  the  former 
would  be  equal  to  its  cost  of  transportation  for  330  miles,  and  the  latter, 
1G5  miles.  At  these  respective  distances  from  market,  neither  of  the 
above  articles  would  have  any  commercial  value,  with  only  a  common 
earth  road  as  an  avenue  to  market. 

But  we  find  that  we  can  move  property  upon  railroads  at  the  rate 
of  1.6  cent  per  ton  per  mile,  or  for  one-tenth  the  cost  upon  the  ordi- 
naiy  road.  These  works  therefore  extend  the  economic  limit  of  the  cost 
of  transportation  of  the  above  articles  to  3,300  and  1,660  miles  re- 
spectively. At  the  limit  of  the  economical  movement  of  these  articles 
upon  the  common  highway,  by  the  use  of  railroads,  wheat  would  be  worih 
$44  50,  and  corn  $22  27  per  ton,  which  sums  respectively  would  rep- 
resent the  actual  increase  of  value  created  by  the  interposition  of  sucli 
a  work. 


S.  Doc.  112. 


881 


The  following  table  will  show  the  amount  saved  per  ton,  by  trans- 
portation by  raUroad  over  the  ordinary  highways  oi'the  country: 

Statement  showing  the  value  of  a  ton  of  wheat,  and  one  of  com,  at  given 
jioints  from  market,  at  affected  by  cost  of  transportation  by  railroad, 
und  over  the  ordinary  road. 


* 

Trunspurtatiou  hy  nil- 

Transportation  by  ordi- 

mad. 

nary  highway. 

Wheat. 

Corn. 

Wheat. 

Com. 

Value  at  market 

$49  50 

S24  75 

$49  50 

$24  75 

10  miles  trom  market 

49  35 

24  60 

48  00 

23  25 

20.. do do 

49  20 

24  45 

46  50 

21  75 

30.. do do 

49  05 

24  30 

45  00 

20  25 

40.. do do 

48  90 

24  15 

43  50 

18  75 

60.. do do 

48  75 

24  00 

42  00 

17  25 

CO.. do do 

48  60 

23  85 

40  50 

15  75 

70.. do do 

48  45 

23  70 

39  00 

14  25 

80., do do 

48  30 

23  55 

37  50 

12  75 

90.. do do 

48  15 

23  40 

36  00 

11  25 

100..do do 

48  00 

23  25 

34  50 

9  75 

110.. do do 

47  85 

23  10 

33  00 

8  25 

120.. do...... do 

47  TO 

22  95 

31  50 

6  75 

130.. do do 

47  55 

22  80 

30  00 

5  25 

140.. do do 

47  40 

22  65 

28  50 

3  75 

150.. do do 

47  25 

22  50 

27  00 

2  25 

160.. do do 

47  10 

22  35 

25  50 

75 

170.. do do 

46  95 

22  20 

24  00 

00 

ISO.  .do do 

46  80 

22  05 

22  50 

••■••   >•• 

ISO.. do do 

46  65 

21  90 

21  00 

200.. do do 

46  50 

21  75 

19  50 

210.. do do 

46  35 

21  60 

18  00 

220. .do do 

46  20 

21  45 

10  50 

........ 

230.. do do 

46  05 

21  30 

15  00 

........ 

240.. do do 

45  90 

21  15 

13  50 

250.. do do 

45  75 

21  00 

12  00 

2'J0..do do 

45  60 

20  85 

10  50 

270.. do do 

45  45 

20  70 

9  00 

2S0..do do 

40  30 

20  55 

7  50 

290.. do do 

45  15 

20  40 

6  00 

300..(lo do 

45  00 

20  25 

4  50 

310.. do do 

44  85 

20  10 

3  00 

320.. do do 

44  70 

19  95 

1  50 

330..do do 

44  55 

19  80 

00 

• 

'n 


'-i 


882 


S.  Doc.  112. 


,i 


'i{\ 


m 


tr: 


r" 


The  value  of  lands  is  affected  by  railroads  in  the  same  ratio  as  their 
woducti.  For  instance,  lands  lying  upon  a  navigable  water-<;ourse,  orl 
m  the  immediate  vicinity  of  a  market,  may  be  worth,  for  the  culturc  ofl 
wheat,  $100.  Let  the  average  crop  be  estimated  at  22  bushels  to  the! 
acre,  valued  at  $33,  and  the  cost  of  cultivation  at  $16,  this  would  leave  l 
$18  per  acre  as  the  net  profit.  This  quantity  of  wheat  (two-thirds  ofl 
a  ton)  could  be  transported  330  miles  at  a  cost  of  10  cents  per  mile,  orl 
$3  30,  which  would  leave  $14  70  as  the  net  profit  of  land  at  that  dig.! 
tance  from  a  market,  when  connected  with  it  by  a  railroad.  The  value  I 
of  the  land,  therefore,  admitting  the  quality  to  be  the  same  in  both  cases  I 
would  bear  the  same  ratio  to  the  assumed  value  of  $100,  as  the  value! 
of  its  products,  $14  70,  does  to  $18,  or  $82  per  acre;  which  isanl 
actual  creation  of  value  to  that  amount,  assuming  the  correctness  ofl 
the  premises.  The  same  calculation  may,  of  course,  be  applied  withl 
equal  force  to  any  other  kind  and  species  of  property.  The  illustrationl 
ffiven  establishes  a  principle  entirely  correct  in  itself,  but  of  course] 
liable  to  be  modified  to  meet  the  facts  of  each  case.  Vast  bodies  ofl 
the  finest  land  in  the  United  States,  and  lying  within  200  miles  of  naviJ 
cable  water-courses,  aie  unsaleable,  and  nearly,  if  not  quite,  valueJesJ 
lor  the  culture  of  wheat  or  corn  for  exportation,  from  the  cost  of  trans-l 
portation,  which  in  many  instances  far  exceeds  the  estimate  in  the! 
above  table.  Under  such  circumstances  products  are  often  fed  out  to| 
live  stock,  and  converted  into  higher  values  which  will  bear  Iranspori-L 
ation,  when  the  former  will  not.  In  this  manner,  lands  arc  turnedl 
into  account,  where  their  immediate  products  would  otherwise  be  value-l 
less.  But  in  such  cases,  the  profit  per  acre  is  often  very  small;  as,  inl 
the  districts  best  adapted  to  the  culture  of  corn,  it  is  considered  morel 
profitable  to  sell  it  for  25  cents  per  bushel  than  to  feed  it  out  to  animakl 
It  will  be  seen  that  at  this  price,  thrice  its  value  is  eaten  up  by  thel 
cost  of  transportation  of  165  miles.  j 

In  this  manner,  railroads  in  this  country  actually  add  to  the  iinme-l 
diate  means  of  our  people,  by  the  saving  effected  in  the  expenses  of[ 
transportation,  to  a  much  greater  extent  than  cost.  We  are,  therefore,! 
in  no  danger  from  embarrassment  on  account  of  the  construction  off 
lines  called  for  by  the  business  wants  of  the  community,  as  these  add! 
much  more  to  our  active  capital  than  they  absorb.  Only  a  very  few! 
years  are  required  to  enable  a  railroad  to  repay  its  cost  of  constructioal 
in  the  manner  stated.  I 

Railroads  in  the  United  States  exert  a  much  greater  influence  uponi 
the  value  of  property,  than  in  other  countries.  Take  England  tor  ex-| 
ample.  There  a  railroad  may  be  built  without  necessarily  increasing  thel 
value  of  property  or  the  profits  of  a  particular  interest.  Every  t'ariDerj 
in  England  lives  in  sight  of  a  market.  Large  cities  are  to  be  found  inl 
every  part  of  the  island,  which  consume  the  products  of  the  difterenj 
portions  of  it  almost  on  the  spot  where  they  are  raised.  Railroad 
are  not  needed  to  transport  these  products  hundreds  and  thousands| 
of  miles  to  market ;  consequently  they  may  be  of  no  advantiige 
the  farmer  living  upon  their  lines.  So  with  many  branches  of  mam 
factures.  These  establishments  may  be  situated  immediately  up 
tide-water,  and  as  the  fabrics  are  mostly  exported,  they  would  not 
thrown  upon  railroads  in  any  event.    Such  works  may  exist  in 


S.  Doc.  112. 


eoontrjr  without  exerting  any  perceptiMe  influence  in  adding  to  the  value 
of  the  property  of  a  community.  The  caees  of  the  two  countries  would 
lie  parallel,  were  the  farmer  in  the  neighborhood  of  Liverpool  compelled 
to  send  everything  be  could  raise  to  London  fi)r  a  market,  or  were  their 
janufacturing  establishments  so  far  lirom  the  consumers  of  their  goods, 
tbat  their  value  would  be  sunk  before  these  could  be  reached.  We 
Iflvein  this  country  what  is  equivalent  to  manufaclunng  establishments 
JB  Great  Britain,  in  good  order  and  well  stocked  for  business,  a  fertile 
(oil,  that  will  produce  bountiiuUy  for  years  without  rotation  or  dressing. 
All  that  the  farmer  has  to  do  is  to  cast  his  seed  on  the  soil  and  to  reap 
jn  abundant  crop.  The  only  thing  wanting  to  our  highest  prosperity 
is  markets,  or  th'jir  equivalents,  railroads,  which  give  access  to  them. 

The  actual  increase  in  the  value  of  lands,  due  to  the  construction 
of  railroads,  is  controlled  by  so  many  circumstances,  that  an  accurate 
estimate  can  only  be  approximated,  and  must  in  most  cases  fall  far 
short  of  tlie  fact.  Not  only  are  cultivated  lands,  and  city  and  village 
lots,  lying  immediately  upon  the  route  affected,  but  the  real  estate  in 
cities,  hundreds  and  thousands  of  miles  distant.  The  reiilroadsof  Ohio 
exert  as  much  influence  in  advancing  the  prices  of  real  property  in  the 
jity  of  New  York,  as  do  the  roads  lying  within  that  State.  This  fact 
will  show  how  very  imperfect  every  estimate  must  be.  But  taking 
only  the  farming  lands  of  the  particular  district  traversed  by  a  raihoad, 
where  the  influence  of  such  a  work  can  be  more  directly  seen,  there  is 
no  doubt  that  in  such  case  the  increased  value  is  many  times  greater 
than  the  cost  of  the  road.  It  is  estimated  by  the  intelligent  president 
of  the  Nashville  and  Chattanooga  railroad,  that  the  increased  value 
of  a  belt  of  land  ten  miles  wide,  lying  upon  each  side  of  its  line,  is 
equal  to  at  least  $7  60  per  acre,  or  $96,000  for  every  mile  of  road,  which 
will  cost  only  about  $20,000  per  mile.  That  work  has  already  created  a 
value  in  its  influence  upon  real  property  alone,  equal  to  about  five  times 
its  cost.  What  is  true  of  the  Nashville  and  Chattan(x)ga  road,  is 
equally  so,  probably,  of  the  average  of  roads  throughout  the  country, 
it  is  believed  that  the  construction  of  the  three  thousand  miles  of  rail- 
road of  Ohio  will  add  to  the  value  of  the  landed  property  in  the  State 
at  least  five  times  the  cost  of  the  reads,  assuming  this  to  be  ^60,000,000. 
In  addition  to  the  very  rapid  advance  in  the  price  of  farming  lands,  the 
roads  of  Ohio  arc  stimulating  the  growth  of  her  cities  with  extraordinary- 
rapidity,  so  that  there  is  much  greater  probability  that  the  above  esti- 
mate will  be  exceeded,  than  not  reached,  by  the  actual  fact.  We  ore 
not  left  to  estimate  in  this  matter.  In  the  case  of  the  State  of  Massa- 
chusetts, what  is  conjecture  in  regard  to  the  new  Slates,  has  with  her 
become  a  matter  of  history.  The  valuation  of  that  State  went  up,  from 
1840  to  1850,  from  $290,000,000  to  $580,000,000— an  immense  in- 
icrease,  and  by  far  the  greater  part  of  it  due  to  the  numerous  railroads 
[she  has  constructed.  This  increase  is  in  a  much  gieater  ratio  to  the 
ostofher  roads,  than  has  been  estimated  of  those  of  Ohio. 
We  have  considered  the  effect  of  railroads  in  increasing  the  value  of 
roperty  in  reference  only  to  lands  devoted  to  agriculture ;  but  such 
suits  do  not  by  any  means  give  the  most  forcible  illustration  of  their 
An  acre  of  farming  land  can  at  most  be  made  to  yield  only  a 
annual  income.    An  acre  of  coal  or  iron  lands,  on  the  other  hand, 


i~  i 

>  f 


'    { 


UuUt 


984 


S.  Doc.  112. 


^  -^t' 


may  produce  a  thousand-fold  more  in  value  than  the  former.  These 
de{X)sites  may  be  entirely  valueless  without  a  railroad.  With  one 
every  ton  of  ore  they  contain  is  worth  one,  two,  three,  or  four  dollars' 
as  the  case  may  be.  Take  for  example  the  coal-fields  of  Pennsylva^ 
nia.  The  value  of  the  coal  sent  yearly  from  them,  in  all  the  agencies 
it  is  called  upon  to  perform,  is  beyond  all  calculation.  Upon  this  artj. 
cle  are  based  our  manufacturing  establishments,  and  our  government  and 
merchant  steamships,  representing  values  in  their  various  relations  and 
ramifications,  equal  to  thousands  of  millions  of  dollars.  Without  coal 
it  is  impossible  to  conceive  the  spectacle  that  we  should  have  presented 
as  a  people,  so  entirely  different  would  it  have  been  from  our  present 
condition.  Neither  our  commercial  nor  our  manufacturing,  nor,  conse- 
quently, our  agricultural  interests,  could  have  borne  any  relation  what- 
ever to  their  present  enormous  magnitude.  Yet  all  this  result  has  been 
achieved  by  a  few  railroads  and  canals  in  Pennsylvania,  which  have 
not  cost  over  $50,000,000.  With  these  works,  coal  can  be  brought 
into  the  New  York  market  for  about  $ii  50  per  ton ;  without  them,  it 
could  not  have  been  made  available  either  for  ordinary  fuel  or  as  a 
motive  power.  So  small,  comparatively,  are  the  agencies  by  which  j 
such  immense  results  have  been  effected,  that  the  former  are  com- 
pletely lost  sight  of  in  the  magnitude  of  the  latter. 

What  is  true  of  the  Pennsylvania  coal-fields,  is  equally  true  of  all  | 
others  to  a  greater  or  less  extent.  The  coal-fields  of  Alabama  may  he 
made  to  bear  the  same  relation  to  the  Gulf  of  Mexico  and  to  the  manu- 
factures of  the  southern  States,  as  have  those  of  Pennsylvania  to  the 
North.  The  Gulf  of  Mexico  is  to  become  the  seat  of  a  greater  com- 
merce th m  the  world  ever  yet  saw  upon  any  sea ;  and  this  commerce,  j 
and  all  the  vast  interests  with  which  it  will  be  connected,  will  to  a 
very  great  extent  owe  its  development  and  magnitude  to  the  coal-fields  | 
that  slope  toward  the  gulf. 

> 

INCOME    OP   OUR  RAILROADS. 


instance,  a  < 


n . 


h  f 


Having  shown  the  influence  of  our  railroads  in  creating  values,] 
which  gicatly  exceed  their  aggregate  cost,  the  next  point  to  be  con- 
sidered is  the  income  of  these  works. 

As  both  the  income  of  our  roads  and  the  influence  which  they  exert,  | 
in  increasing  values,  must  bear  a  close  relation  to  each  other,  the  thcts 
that  have  already  been  established  in  reference  to  the  latter  necessarily  I 
involve  the  idea  of  a  large  business  upon  our  roads.  The  value  ofl 
lands  depends  upon  their  capacity  to  yield  a  veiy  large  surplus  fori 
transportation. 

There  is  no  other  country  in  the  world  where  an  equal  amount  ofl 
labor  produces  an  equal  bulk  of  freight  for  railroad  transportation.  | 
One  reason  is,  that  the  great  mass  of  our  products  is  of  a  coaise,  bulky  I 
character,  of  very  low  comparative  value,  and  cor>sisting  chiefly  of  thel 
products  of  the  soil  and  forest.  We  manufacture  very  tew  high-pricedl 
goods,  labor  being  more  profitably  employed  upon  what  are  at  presentj 
more  appro[)riate  objects  of  industry.  The  great  bulk  of  the  articleij 
carried  upon  railroads  is  grains,  cotton,  sugar,  coal,  iron,  live  stock,! 
and  articles  of  a  similar  character.     The  difference  between  the  valml 


a  Do«.  111^. 


985 


5f  a  pound  of  raw  and  manufactured  cotton  is  measured  frequently  by 
dollars,  yet  both  may  pay  the  same  amount  of  freight.  Wheat,  com, 
caitle,  and  lumber,  all  pay  a  very  large  sum  for  transportation  in  pro- 
portioB  to  their  values. 

Hlgain,  for  the  want  of  domestic  markets,  the  transportation  of  many 
of  our  important  products  involves  a  through  transportation.  Take,  for 
instance,  a  cotton-producing  State  like  Mississippi.  Nearly  the  whole 
iadustry  of  this  State  is  engaged  in  the  cultivation  of  this  article.  Of 
the  immense  amount  produced  no  part  is  consumed  or  used  within  the 
gtate.  The  entire  staple  goes  abroad;  but  as  the  aggregate  industry  of 
the  per>ple  is  confined  to  the  production  of  one  staple,  it  follows  that  all 
jfticles  entering  into  consumption  must  be  imported ;  so  that,  over  the 
channels  through  which  the  cotton  of  this  State  is  sent  to  market,  an  equal 
value  or  tonnage  irust  be  imported,  as  the  case  may  be.  This  necessity, 
both  of  an  inward  and  outward  movement,  equal  to  the  whole  bulk  of 
the  surplus  agricultural  product,  is  peculiar  to  the  United  States,  and 
is  one  of  the  reasons  of  the  large  receipts  of  our  roads.  While  this  is 
I  the  case,  it  is  equally  true  that  newly  settled  sections  of  country  wijl 
often  supply  a  larger  amount  of  traffic  than  an  older  one.  There  can 
[fi  BO  doubt  that  an  equal  amount  of  labor  would  produce  four  times 
as  much  corn  and  wheat  in  Illinois  as  in  Massachusetts;  consequently, 
a  man  living  in  the  former  would  contribute  four  times  as  much  busi- 
ness to  a  railroad  as  one  in  the  latter.  In  clearing  the  soil,  it  oflen 
happens  that  the  transportation  of  lumber  supplies  a  larger  tiaffic  for 
two  or  three  years  than  agricultural  products  for  an  equal  length  of 
Itime.  _ 

It  is,  therefore,  a  great  mistake  to  suppose  that,  because  a  country  is 
I  new,  it  cannot  ;yield  a  large  traffic  to  a  railroad,  in  the  southern  and 
western  States  only  one  year  is  frequently  required  to  prepare  the  soil 
for  crops,  which  may  be  renewed,  the  same  in  kind,  for  a  long  series  of 
jyears.  The  amount  raised,  and  consequently  the  surplus,  is  much 
llarger  in  the  more  recent  than  in  the  longer  settled  portions  of  the 
Icountry.  In  the  more  recent,  too— the  number  of  inhabitants  being 
[the  same  in  both  cases — the  amount  sent  to  distant  markets  is  greater 
Ifroin  the  fact  that  there  is  no  diversity  of  pursuits,  which  in  older  com- 
Imunities  supply  from  a  limited  circle  nearly  all  the  prime  necessaries 
M  life  that  enter  into  consumption.  In  newly  settled  districts,  all  these 
lure  often  imported  from  distant  markets  at  a  very  lieavy  cost  of  trans- 
iportation. 

The  general  views  above  stated,  in  reference  to  the  earnings  of  the 
aikoads  in  the  United  States,  are  fully  borne  out  by  the  result.  In- 
yestments  in  these  works  have  probably  yielded  a  better  return,  inde- 
endently  of  the  incidental  advantages  connected  with  them,  than  the 
fcrdinary  rates  of  interest  prevailing  throughout  the  country.  Such  is 
|he  case  with  the  roads  of  Massachusetts,  the  State  in  which  these 
^orks  have  been  carried  to  the  greatest  extent,  and  have  cost  the  most 
er  mile,  and  amongst  which  are  embraced  a  number  of  expensive  and 
jinproductive  lines. 

The  Ibllowing  statement,  compiled  from  official  returns,  shows  the 

«t,  expenses,  and  income  of  all  the  railroads  of  this  State  for  four 
keai'8  previous  to  January  1,  1852 : 
2Q 


•■I 


I  ■'( 


'i-'- 1 


'^  I 


mn ' 


L'  ( 


II 


886  S.  Doc.  112. 

Tern.  Coft. 

1848- $46,777,009 

18d0 51,886,656 

1851 66,106,083 

,    ^     i ,      Total 164,768,648     10,698,104  19,666,168 


EXpMM00t 

13,284,933  $6,067,164 
3,410,324  6,300,662 
4,002,847    7,287,342 


The  above  table  includes  sereral  expensive  works  opened  tooi 
recently  for  the  development  of  a  large  business,  and  of  course  present 
a  much  more  unfavorable  view  of  the  productiveness  of  these  works 
than  would  be  shown  by  an  average  for  a  longer  {wriod. 

The  most  productive  railroads  in  Massachusetts  arc  those  connectinir  I 
the  manufacturing  and  commercial  towns,  while  the  most  unproductive 
are  those  dependmg  upon  the  agricultural  interests  for  support.    The 
agriculture  of  this  State  supplies  nothing  for  export;  on  the  contrary, 
there  is  hardly  a  town  that  does  not  depend  upon  other  and  distant  i 
portions  of  the  country  for  many  of  the  more  importairt  articles  of 
iood.     The  small  surplus  raised  is  wanted  ibr  consunnption  in  the  im- 
mediate neighborhood  of  production.     Where  there  are  no  manufactu-j 
ring  establishments  ujwn  a  route,  the  movement  of  property  upon  New  j 
England  roads  is  limited,  and  hence  the  comparative  onproductivenesj 
of  what  may  be  termed  agricultural  lines.    In  the  eastern  States  other 
sources  of  business  make  up  for  the  lack  of  a^icultural  products  for 
transportation,  and  the  aggregate  investment  is  productive.    In  the 
southern  and  western  States  the  soil  supplies  a  very  large  surplus 
for  exportation,  affording  often,  per  mile,  a  greater  bulk  for  trans- 
portation than  is  supplied  to  eastern  roads,  either  from  ogricultare, 
manufacture,  or  commerce.    The  cost  of  the  former,  however,  will  not, 
on  the  average,  equal  one-half  that  of  the  latter;  and  as  the  rates  of 
charges  are  pretty  uniform  upon  aB,  and  if  anything  higher  upon  the 
southern  and  western  than  upon  the  eastern  roads,  the  revenues  of  the 
former  must  of  course  be  very  much  greater  than  the  latter.    Such  is 
the  fact.     The  greater  income  of  the  one  results,  both  from  a  larger 
traffic,  which  the  western  country  in  particular  is  adapted  to  supply, 
and  from  the  hieher  rates  of  charges  in  proportion  to  the  cost  of  the  r^ 
spective  lines  ot  the  two  different  sections  of  the  country.    Numerous 
illustrations  of  this  fact  might  be  readily  given.    The  earnings  of  the 
Cleveland  and  Columbus  road  have  been  greater  than  those  of  the 
Hudson  river  since  the  opening  of  their  respective  lines,  though  the 
former  is  only  135  miles  long  and  cost  $3,000,000,  while  the  latter  ij 
144  miles  and  cost  $10,000,000.    Railroads  in  the  newly  settled  por- 
tions of  the  country,  as  a  general  rule,  command  a  mr^ch  larger  traffic, 
and  of  course  yield  a  better  return  upon  their  cost,  thim  .Iiose  of  the 
older  States.    Assuming  the  revenues  per  mile  of  th«»  loads  of  the  two 
divisions  of  the  country  tq  be  equal,  their  net  income  will  be  in  the 
ratio  of  their  cost,  which  may  be  stated  at  two  to  one  in  iiivor  ol  | 
western  and  southern  roads. 


a  Doc.  112. 


887 


MODE   OF  CONSTRUCTION. 


jfT"- 


By  far  the  greater  number  of  our  ronds  in  progress  are  in  the  interior 
of  the  country — in  our  ngricultural  districts,  that  do  not  possess  an 
amount  of  accumulated  capital  equal  to  their  cost.  A  business  adequate 
to  the  support  of  a  railroad  may  exist  without  the  means  to  construct  one. 
'I'he  construction  of  a  railroaci,  too,  creates  opportunities  for  investment 
vbich  promise  a  much  greater  return  than  tne  stock  in  such  a  work. 
While,  therefore,  our  people  are  disposed  to  make  every  reasonable 
jacrifice  to  secure  a  railroad,  they  prefer,  and  in  fact  they  find  it  more 
for  their  interest,  to  borrow  a  portion  of  the  amount  required,  than  to 
invest  the  whole  means  directly  in  the  project.  They  can  better  afford 
to  secure  the  co-operalion  of  foreign  capital,  by  offering  high  premiums 
for  its  use,  than  to  embarrass  themselves  by  making  a  permanent  invest- 
ment of  too  large  a  proportion  of  their  own  immediate  n:°«»"''.  These 
(iicts  sufficiently  explain  the  reasons  why  the  borrowing  of  a  consider- 
al)le  portion  of  the  cost  of  our  roads  has  become  so  universal  a  rule. 

It  is  only  by  the  co-operation  of  capitalists  residing  at  a  distance,  and 
having  no  interest  in  the  collateral  advantages  due  to  railroads,  that  the 
great  majority  of  our  works  could  have  been  constructed.  In  the  outset, 
money  was  furnished  slowly  and  cautiously,  and  then  only  upon  the 
most  unquestioned  security.  As  the  result  began  to  demonstrate  the 
safety  and  productiveness  of  these  investments,  capital  was  more  freely 
afforded,  and  became  less  exacting  in  its  conditions.  The  result  has 
been,  that  a  confidence  in  the  safety  of  our  railroads,  as  investments  of 
capital,  has  become  general,  not  only  in  this  country,  but  in  Europe; 
and  companies  whose  means  and  prospective  advantages  entitle  them 
to  credit,  find  no  difficulty  in  borrowing  a  reasonable  sum  upon  the 
security  of  their  roads,  with  which  to  complete  them.  The  amount 
usually  borrowed  for  our  roads  in  progress  averages  from  $6,000  to 
$10,000  per  mile.  The  general  custom  requires  that  a  sum  equal  to 
the  one  sought  to  be  borrowed  shall  be  first  paid  in,  or  secured  for  con- 
struction. A  road  that  will  cost  $20,000  per  mile  is  considered  as  suf- 
ficient security  for  a  loan  of  $10,000  per  mile ;  and  as  the  cost  of  new 
works  will  not  much  exceed  the  former  sum,  the  latter  is  not,  as  a 
general  rule,  considered  so  large  as  to  create  distrust  as  to  the  safety  of 
I  the  investment,  on  account  of  the  magnitude  of  the  loan. 

This  rule,  which  establishes  the  proportions  to  be  supplied  by  those 
engaged  in  the  construction,  and  capitalists,  is  well  calculated  to  pro- 
mote the  best  advantage  of  both  parties.     The  fact  that  the  people  on 
the  line  of  a  contemplated  road  are  willing  to  furnish  one-half  of  the 
means  requisite  for  construction,  and  to  pledge  this  for  an  equal  sum  to 
complete  the  road,  is  sufficient  evidence  that  in  the  opinion  of  such 
people,  the  construction  of  such  work  is  justified  by  a  prospective  busi- 
ness.   The  interest  they  have  in  it  also  is  a  sufficient  guarantee  that  its 
a  fairs  will  be  carefully  and  prudently  managed.     The  large  amount 
I  aid  in  and  at  stake  divests  the  project  of  all  sjwculatire  features.   Where 
I  the  advantages  and  success  are  merely  contingent,  prudent  persons  do 
I  not  usually  hazard  large  sums.     The  lender  has,  therefore,  all  the 
[guarantees  of  safety,  both  from  the  character  of  the  project  and  its 
I  prospective  income  and  proper  management. 


d       II 


■;    I 


388 


S.  Doc.  112. 


,  ■! 


ft 


tft- 


It  is  on  this  account  that  the  credits  furnished  by  municipal  bo(Iir<t 
for  the  construction  of  railroads  should  be  resorted  to  only  in  extreme 
cases.  Individuals  making  up  the  aggregate  community  may  be  in. 
duced  to  vote  the  credits  of  the  latter  in  aid  of  a  project,  when  they 
by  no  means  could  be  induced  to  venture  their  own  capital  in  its  suc- 
cess. In  this  manner  projects  may  be  set  afoot  the  consummaiinn  of 
which  are  not  justified  by  these  commercial  and  pecuniary  considera- 
tions, which  are  the  only  safe  guides  of  action  in  such  cases.  Rail. 
roads  are  purely  commercial  enterprises,  and  their  construction  should 
be  made  to  depend  upon  the  same  rules  of  conduct  that  control  the 
building  of  ships,  or  the  erection  of  manufacturing  establishments. 

The  safety  of  the.  securities  offered  to  the  public  will  be  readily  seen 
from  acomparison  of  the  earnings  of  our  railroads  with  the  sum  necessary 
to  meet  the  interest  on  the  loans.  Allowing  the  sum  borrowed  to  equal 
$10,000  per  mile,  it  would  require  from  $600  to  $700,  according  to  the 
rates,  annually,  to  meet  the  accruing  interest.  But  the  net  earnings  o} 
our  new  projects  more  than  tieble  this  amount,  leaving  for  dividends 
on  stock  a  sum  equal  to  double  that  paid  on  loans.  That  such  will  be 
the  result,  as  far  as  our  new  and  less  expensive  works  are  concerned, 
for  some  years  to  come,  till  a  greater  abundance  of  money  shall  have 
lowered  the  rates  of  interest,  and  the  competition  of  new  works  shall  | 
have  reduced  the  rates  charged  lor  persons  and  property,  there  cannot  i 
be  a  doubt. 

Below  is  given  a  table  of  the  gross  and  net  earnings  of  several  of  our  1 
new  roads,  and  of  the  same  class  as  those  that  are  now  coming  into 
market  for  money : 


•Cleveland  and  Columbus 

Litde  Miami 

Columbus  and  Xenia 

Michigan  Central 

Madison  and  Indianapolis 


Total  earnings,  as 
par  last  report 


$341,080  96 
487,816  89 
211,631  37 

1,100,043  00 
386,078  80 


Net  earaioKS. 

Permile 

$1,710 
3,541 
2,778 
2,116 
2,378 

$239,969  28 
297,467  67 
160,066  68 
461,364  80 
186,080  60 

*  For  six  montlis  only. 
Cost  of  Railroads  in  the  United  States.  \ 

With  the  exception  of  those  in  the  States  of  Massachusetts  and  New  I 
York,  it  is  difficult  to  get  at  the  exact  cost  of  our  roads.     The  com-f 

f)anies  within  the  States  named  are  required  by  law  to  return  to  theiil 
egislatures  the  cost  of  their  respective  lines.  To  ascertain  the  cost  ol  I 
other  roads,  resort  must  be  had  to  the  published  statements  of  their [ 
afiaii-s.  These  statements,  though  generally  to  be  relied  upon,  arel 
uniform  neither  in  their  character  nor  in  the  time  at  which  they  makel 
their  appearance;  and  some  of  our  largest  companies  make  no  exhibiil 
of  their  affairs  save  to  their  own  stockholders. 


S.  Doc.  112. 


trnUigB. 

Permilfl, 

>69  28 

$1,710 

t67  57 

3,541 

>66  58 

2,773 

J64  80 

2,11G 

)80  60 

2,378 

It  may  be  here  stated  that  it  is  in  the  power  of  the  general  govem- 
nent  to  supply  the  lack  of  information  which  at  present  exists  in  refer- 
ence to  our  railroads,  by  requiring  all  companies  with  whom  contract* 
are  made  for  transportation  of  the  maiU  to  return  to  the  Post  Office 
Department  full  and  accurate  statements  of  their  cost,  income,  debts, 
expenses,  &c.,  &c.  Such  returns,  made  in  a  proper  mnnner,  would 
be  exceedingly  advantageous  in  mnny  points  of  view.  They  would 
jbow  annually  the  extent  to  which  these  works  are  carried,  their  cost, 
income,  expenditures,  mode  of  conducting  the  various  works,  &c.,  &c. 
The  returns  of  their  business  operations  would  afibrd  a  great  amount 
of  useful  information,  in  reference  to  the  internal  commerce  of  the  coun- 
try, which  could  be  obtained  from  no  other  sources.  The  great  lack 
ot  correct  statistical  knowledge  upon  this  subject  is  felt  and  acknowl- 
edged by  nil;  and  there  seems  to  be  no  other  mode  of  obtaining  thb 
correctly  than  by  the  one  pointed  out.  The  returns,  too,  by  collecting  all 
tlie  existing  inibrmation  upon  the  subject  of  railroad  management,  could 
not  fail  to  exert  the  most  beneficial  influence,  by  making  public  what- 
ever is  valuable  in  the  experience  of  each  company. 

The  cost  of  our  roads  depends  very  much  upon  the  character  of  the 
country  through  which  they  are  built.  Those  in  the  New  England 
States  are  the  most  expensive,  not  only  from  the  greater  difticulty 
of  construction,  but  from  the  greater  cost  of  right  of  way,  land,  &c. 
The  general  surface  of  the  country  is  unfavorable.  It  becomes  better 
adapted  to  these  works  on  going  south,  though  the  roads  of  all  the 
eastern  States,  as  far  south  as  Maryland,  cost  much  higher,  per  mile, 
than  those  of  the  southern  or  western  States.  The  difference  in  the  cost 
between  the  roads  of  the  two  sections  of  the  country  is  confined  princi- 
pally to  the  items  of  grading,  bridging,  and  lands.  In  the  States  of 
Indiana  and  Illinois,  the  cost  of  these  items,  upon  long  and  important 
lines,  will  not  often  exceed  $5,000  per  mile  ;  while  in  the  eastern  States 
the  average  for  the  same  is  lour  or  five  times  greater.  The  Mississippi 
valley  consists  of  an  immense  plain,  presenting  but  a  few  obstacles  to 
the  easy  constraction  of  a  railroad.  The  same  may  be  said  of  the 
greater  portion  of  the  southern  Athuitic  and  Gulf  States.  Throughout 
the  countiy,  except  in  the  eastern  States,  the  lands  required  for  right  of 
way,  depots,  and  stations,  are  either  given  gratuitously,  or  are  had  at 
very  low  cost ;  the  owners  being  sufficiently  renmnerated  in  the  inci- 
dental advantages  resulting  from  these  works. 

The  average  cost  of  the  roads  of  the  States  of  Maine,  New  Hamp- 
shire, Vermont,  Massachusetts,  Connecticut,  Rhode  Island,  New  York, 
New  Jersey,  Pennsj'lvauia,  and  Maryland  is  not  far  from  $40,000  per  mile. 
The  cost  of  those  of  the  States  not  enumerated  is  not  far  from  $20,000 
per  mile.  The  average  for  the  whole  country  will  not  exceed  $30,000 
per  mile,  including  full  equipment,  and  everything  necessary  for  their 
eflScient  operation.  This  would  give  for  one  road,  completed  and  in 
progress,  the  following  as  the  total  cost : 


4H 


Roads  completed,  12,8214  miles,  at  $30,000  per  mile. . 
Roads  in  progress,  12,628 J  miles,  at  $20,000  per  mile. 


$384,630,000 
252.,560,00b 


Total.. 637,190,000 


S.  Doc.  112. 


^-  i  ■ 

■I  I 


■^4" 


k 


It 
K 


In* 


It  is  believed  that  an  extent  of  line  caual  to  the  whole  namberof 
miles  now'  in  operation  will  be  completed  within  three  years  from  the 
present  time,  at  which  period  the  cost  of  our  roads  will  equal  the  above 


sum. 


The  probable  extent  to  which  the  construction  of  railroads  will  be 
ultimately  increased  in  this  country,  is  an  interesting  subject  of  specu- 
lation. At  the  present  time  they  are  very  unequally  distributed.  In 
Massachusetts,  for  instance,  we  find  one  mile  ot  railroad  to  every 
six  square  miles  of  territory.  Tlie  same  ratio  applied  to  the  area  in 
which  these  works  are  in  progress,  would  give  183,000  miles  of  rail- 
roads against  26,000  miles,  which  is  not  far  from  the  extent  of  line  in 
operation  and  progress  at  the  present  time.  It  would  give  to  the  State 
of  Ohio  nearly  7,000  miles,  where  there  are  notone-ha'f  of  this  number 
either  in  operation,  in  progress,  or  contemplated.  It  would  give  to 
Illinois  11,000  miles,  and  nearly  the  same  amount  to  Virginia.  Both 
of  these  States  have  not  more  than  4,000  miles  in  operation  and  pro> 
gress. 

There  can  be  no  reason  why  the  State  of  Ohio  should  not,  j.i  time, 
and  in  fnct  as  soon  as  they  can  be  reasonably  constructed,  have  the 
same  number  of  miles  of  raiboad,  in  proportion  to  its  area,  as  Massa- 
chusetts ;  nor  why  the  western  States  ot  Michigan,  Indiana,  Illinois, 
Wisconsin,  Iowa,  and  Missouri  should  not  have  the  same  number  of 
miles  of  railroad,  their  areas  compared,  as  Ohio.  They  are  equally 
well  adapted  to  these  works,  and  the  same  necessity  exists  for  their 
construction  in  the  former  as  in  the  latter.  The  only  element  wanting 
to  secure  a  similar  result  is  time,  which  will  supply  population,  and 
develop  their  resources  to  an  equal  extent.  There  is  no  reason  why 
railroads  should  not  keep  pace  with  the  progreao  of  the  States  in  popu' 
lation  and  wealth,  nor  why,  when  they  have  reached  the  present 
position  of  Ohio,  they  should  not  boast  an  equal  number  ot  miles  of 
railroad. 

The  area  of  the  States  above  named  is  equal  to  400,000  square 
miles.  To  supply  these  with  railroads,  to  the  same  extent  that  we 
now  find  in  Ohio,  including  those  in  progress,  would  require  26,000 
miles  of  road.  The  same  ratio  that  we  find  in  Massachusetts  would 
require  more  than  06,000  miles.  Now,  no  one  acquainted  with  the 
resom-ces  and  wants  of  the  southwestern  States,  and  the  character  of 
their  people,  can  doubt  that,  in  time,  an  equal  area  will  call  for  an  equal 
extent  of  lines,  and  that  the  construction  of  these  roads  will  proceed 
with  equal  pace  with  their  population. 

The  probable  rapid  expansion  of  these  works  is  well  shown  by  a 
comparison  of  Georgia  with  other  southern  States.  In  the  former  there 
are  about  one  thousand  miles  of  road  in  operation,  all  of  which  are  lu- 
cratively employed.  Now,  the  States  of  North  Carolina,  Alabama, 
Mississippi,  Louisiana,  Tennessee,  and  Kentucky  will  all  compare  fa- 
vorably with  Georgia  in  population,  in  wealth,  in  extent,  and  in  natural 
resources.  Railroads  are  just  as  much  needed  by  the  former  as  by  the 
latter.  They  would  cost  no  more  per  mile.  They  would  pay  equally 
well,  and  would  accomplish  as  much  in  improving  the  condition  of  their 
people.  But  the  aggregate  length  of  line  of  all  these  States  is  not  equal 
to  the  extent  of  railroad  which  we  find  in  Georgia.    Here,  then,  is  a  field 


8.  Doc  lis. 


a»i 


f  here  at  least  five  thousand  miles  of  railroad  arc  shown  to  be  needed, 
litrnoone  can  doubt  that  railroads  in  the  States  named  will  be  equally 
}j  useful  and  productive  as  those  of  Georgia. 
But  even  Georgia  is  very  poorly  supplied  with  railroad  facilities. 
Kot  one-half  of  her  territory,  and  hardly  one-half  of  her  population,  are 
within  reach  of  them.  A  very  large  proportion  of  her  products  are 
vTiigoned,  or  sent  down  her  rivers  at  great  expense,  to  mconvenient 
giarkets.  Her  area  is  at  least  eight  times  greater  than  that  of  Massa- 
chusetts. The  latter  State  has  one  mile  of  railroad  to  every  six  square 
oiiles  of  territory.  The  same  ratio  would  give  to  Georgia  9,600  miles 
of  r^road,  equalling  two-tliirds  the  whole  extent  of  lines  in  the  United 
States,  and  to  the  States  named,  including  Georgia,  (embracing  an  area 
of  390,000  sauare  miles,)  more  than  66,000  miles  of  raih-oad.  There 
can  be  no  doubt  that,  in  the  States  named,  ten  thousand  miles  of  railroad 
are  needed  to  meet  the  immediate  commercial  wonts  of  the  people,  and 
that  this  extent  of  rood  would  find  lucrative  employment. 


'!tMar  statement  showing  the  number  of  miles  of  railroad  in  progress  and 
in  operation  in  the  United  States. 


MAINE. 


Roodt. 


Androscoggin  and  Kennebec. . . 
Atlantic  and  St.  Lawrence. . . . . 

Buckfiekl  branch 

Bangor  and  Piscataquis 

K<innebec  and  Portland 

Bath  branch 

Portland,  Saco,  and  Portsmouth . 

Calais  and  Baring 

Machias  port 

York  and  Cumberland 

Androscoggin , 

Penobscot  and  Kennebec 


Total 


Miles  in 
operation. 


55 

121 

13 

12 

60 

9 

51 

6 

8 

10 

20 


365 


Miles  ia 
progress. 


30 


43 

50 

128 


41 


III 


Mi 


.f. 


&  Doe.  112. 

KBW  HA1IP8HIBE. 


'.  ^.^  f 


I*  ■ 


fl" 


Boston,  Concord,  and  Montreal. 

Cocheco 

Concord 

Concord  and  Claremont 

Contocook  Valley 

Great  Falls  and  Uonway 

Manchester  and  Lawrence 

New  Hampshire  Central 

Northern 

Portsmouth  and  Concord , 

Sullivan 

Wilton 

Cheshire 

Ashuelot 

Eastern 

White  Mountain 


Total. 


TE8M0NT. 


Soadi. 


MRMfa 
operMioa. 


71 

as 

35 
25 
14 

13 
26 

26 
82 
47 
25 
15 
54 
23 
16 


500 


Connecticut  and  Passumpsic  River 

Rutland  and  Burlington 

Vermont  Central...^ 

Rutland  and  Washington 

Vermont  Valley 

Bennington  branch 

Western  Vermont 

Total 


:-  * 


Iffifesi* 
opAratioB. 


6t 
119 
164 

12 

24 
6 

53 


439 


MOMh 


Sia  ^Berkshire. .. 
goston  and  I 
Boston  and  R 
gotten  and  F 

Stoughtr 
Boston  and  \ 

Cape  C( 
Dorchester  ai 

Eastern 

Essex  (Salem 

Fall  River. . 

Fitchburg. . . 

Fitchburg  an 

Lowell  and  I 

Nashua  and  I 

20  HiNew  Bedford 

Newburyport 

43  ■Norfolk  Cfoun 

Old  Colony  ( 

Pctersboro'  a 

Pittsfield  and 

Providence  ai 

South  Shore, 

Stony  Brook. 

HBm  b    ■  ^^^steni  (Bos 

progrew.    |  Worcester  ar 

Vermont  and 

Housato 

South  R 
Salem  and  I 
Grand  Juncti 

Harvard 
Lexington  an 
Connecticut '. 
Troy  and  Gr 

South  E 

Charles 
Stockbridge 
Palmer  and  1 


h 
kkm. 

1 

18 
15 
t5 
4 

3 
!6 
i6 

\2 
17 
!5 

15 

« 
[6 

•     ■     a 

29 

20 

K) 

in 

iOB. 

progreu. 

1 

9 
4 
2 
4 
6 
3 

•   ••■»•••• 

9 

a  Doc.  112^ 

MAflSACHusrrre. 


Soadi. 


Berkshire 

Uoston  and  Lowell 

Boston  ami  Maine 

Boston  and  Providence 

Stoughtnn  branch 

I  Boston  and  Worcester 

Cape  Cod  branch 

[Dorchester  and  Milton 

Eastern 

Essex  (Salem  to  Lawrence) 

River 

iFitchburg 

Fitchburg  and  Worcester 

Lowell  and  Lawrence 

Nashua  and  Lowell 

hew  Bedford  and  Taunton 

Newburyport 

Norfolk  Cfounty 

Old  Colony  (Boston  to  Plymouth). 

Petersboro'  and  Shirley 

Pittsfield  and  N.  Adams 

Providence  and  Worcester 

South  Shore 

Stony  Brook , 

Western  (Boston  to  Albany) , 

Worcester  and  Nashua , 

I  Vermont  and  Massachusetts , 

Housatonic  branch 

South  Reading  branch 

ISalem  and  Lowell , 

ICrand  Junction , 

Harvard  branch 

I  Lexington  and  West  Cambridge. 

Connecticut  River 

Troy  and  Greenfield. 


South  Reading  branch. 


Charles  River  branch. 
iStockbridge  and  Pittsfield. 
Palmer  and  Amherst 


Total. 


MilM  hi 
op«nth>». 


21 

29 

83 

53 

4 

69 

28 

3 

58 

21 

42 

G7 

18 

13 

15 

33 

15 

26 

45 

23 

20 

44 

11 

13 

117 

46 

77 

11 

9 

17 

7 

1 

7 

52 


Milrain 
progrMM. 


22 


1,128 


■     % 


Hi 


m  I 


42 


19 


25 


7d 


I? 


;  ;) 


894 


S.  Doc.  112. 

RHODE  ISLAND. 


Roads. 


Stonington 

Providence,  Hartford,  and  Fishkill . 


Total. 


CONNECTICUT. 


Roads. 


Hartford  and  New  Haven 

Hartford,  Providence,  and  Fishkill 

Housatonic 

Middletovvn  branch 

Naugatuck 

New  Haven  Canal 

New  London,  Willimantic,  and  Palmer. 

New  London  and  New  Haven 

New  York  and  New  Haven 

Norwich  and  Worcester 

Collinsville  brunch 

Air-line 

Danbury  and  Norwalk 

Middletown  branch 


Total. 


Miles  in 
operation. 


60 


60 


Miles  in 
operation. 


62 
60 
98 
10 
62 
46 
66 
60 
76 
66 
11 


24 
10 


630 


Milei  ia 
Progreu. 


321 
3^ 


Miles  in 
progren. 


96 


102 


198 


NEW  YORK. 


m.  i 


Roads. 

• 

Miles  in 
operation. 

Milei  io 
progreM. 

Albany  and  Schenectady 

17 

38i 

3U 

22 

33 

Albany  and  West  Stockbridge 

Attica  and  Buffalo 

Buffalo  and  Niagara  Falls 

Cayuga  and  Susquehama 

Milei  ia 
Progreu. 


32 


3^1 


68  in 

MQeiin 

■ation. 

progreu. 

62 

50 

96 

98 

10 

62 

45 

66 

50 

76 

66 

11 

•  •  -  . 

102 

24 

10 

30 

198 

«  in 

Mile«  ia 

ition. 

progroM. 

17 

38i 

3U 

22 

33 

S.  Doc.  112. 

NEW  YORK-Continued. 


395 


Roads. 


iHudson  and  Berkshire 

JHuilson  River 

Lewiston 

Lng  Island ._ 

Ke\\  York  and  Erie 

K'ew  York  and  Harlem 

iNorthern 

lOswego  and  Syracuse 

iRensselaer  and  Saratoga 

Rochester  and  Syracuse 

jaratoga  and  Washington 

Saratoga  and  Schenectady 

thenectady  and  Troy 

jgkaneateles  and  Jordan 

Syracuse  and  Utica 

Corning 

Jo  and  Rochester 

Iroy  and  Greenbush 

Utica  and  Schenectady 

IWatertown  and  Rome 

ilbany  and  Northern 

ilbany  and  Susquehanna 

Buffalo  and  State  Line 

Buffalo  and  New  York 

0,  Corning,  and  New  York 

Canandaigua  and  Elmira 

Plattsburg  and  Montreal 

Rochester  and  Niagara  Falls 

Rutland  and  Washington 

^ackett's  Harbor  and  Ellisburg 

Troy  and  Boston 

Canandaigua  and  Niagara  Falls 

Syracuse  and  Binghamton 

Jus  Bay  and  Southern 

Potsdam,  Watertown,  and  Southern. 

Lake  Ontario  and  Auburn 

Genesee  Valley 

Buffalo  and  Olean 

Lebanon  Springs , 


Total. 


Mllea  in 
opentiun. 


31i 

144 

3 

98 

464 

130 

118 
35 
32 

104 
39^ 
22 
20J 

5 
53 
14 
76 
6 
78 
97 


69 
90 
45 
67 
25 
76 
64 


32 


Miles  in 
progress. 


2,1484 


33 
143 


87 


17 
8 
97 
76 
35 
75 
75 
100 
76 
53 


874 


d96l 


S.  Doc.  112. 

NEW  JERSEY. 


.\,M 


?    1 


"'  .-1 


•r^j 


Boads. 


Belvidere  and  Delaware  . . . 
Burlington  and  Mount  Holly 

Ganiden  and  Amboy 

Morris  and  Essex 

New  Jersey 

New  Jersey  Central 

Trenton  branch 

Union 

Total •. . 


PENNSYLVANIA. 


Boada. 


Alleghany  Portage 

Beaver  Meadow 

Carbondale  and  Honesdale , 

Columbia  and  Philadelphia 

Westchester  branch , 

Corning  and  Blossburg 

Cumberland  Valley , 

Hazleton  and  Lehigh , 

Little  Schuylkill 

Extension  to  Tamenend 

Mine  Hill 

Mount  Carbon , 

Pennsylvania , 

Philadelphia,  Reading,  and  Pottsville . . .  . 
Philadelphia  and  Norristown. 

Germantown  branch 

Philadelphia  and  Trenton 

Philadelphia,  Wilmington,  and  Baltimore. 

Schuylkill  Valley 

Summit  Hill  and  Mauch  Chunk 

Whitehaven  and  Wilkesbaire 

Williamsport  and  Elmira 

Franklin 

Dauphin  and  Susquehanna 


Mileg  in 
operatiun. 


15 
6 
64 
35 
31 
64 
6 
33 


254 


Miles  in 
operation. 


30 

7 

214 

92 

17 

6 

30 

98 

25 

25 

20 

21 

22 

16 


MUenin 
Progresd. 


^ 


Mileg  in 
progreBs. 


361 


S.  Doc.  112. 

PENNSYLVANIA— Continued. 


897 


— 

dileg  in 

MUenig 

leratiun. 

progress 

15 

4( 

6 

64 

35 

4^ 

31 

64 

6 

33 

254 

8i 

[ilea  in 

Miles  io 

eration. 

progress. 

36 

36 

24 

82 

9 

25 

52 

10 

20 

6 

30 

7 

214 

92 

17 

6 

30 

98 

25 

25 

20 

21 

22 

16 


m 


Roods. 


,-:trasburg. .  - 

Lvkens  Valley 

j\esquehoning 

Room  Run 

Chester  Valley 

J  Lehigh)  Delaware,  Schuylkill,  and  Susquehanna, 
Ipine  Grove 

Beaver  Meadow 

hork  and  Cumberland 

jsuiibury  and  Erie 

Lackawanna  and  West'n 

Icatawissa,  Williamsport,  and  Erie 

I  Delaware  and  Susijuehanna 

I  Philadelphia  and  Westchester 

Pennsylvania  Coal  Company 

Herapfield 

[.yiegneny  Valley 

Columbia  branch 

Hanover  branch 

JVork  and  Wrightsville 

JLancaster  and  Harrisburg 

jSusquehanna 

Ipittsburg  and  Steubenville 

Franklin  Canal 

LXorlheast 


Total. 


DELAWARE. 


Roads. 


[New  Castle  and  Frenchtown , 


Wilmington  branch. 


Total. 


Miles  in 
operation. 


7 

16 

5 

6 


5 
12 
25 


50 


47 


19 
13 
13 
37 


26 

18 


1,215 


Miles  in 
operation. 


16 


16 


Miles  in 
progress. 


40 


240 


,■  ■  f 


93 
48 
25 


78 
180 


50 
42 


915 


Miles  in 
progress. 


11 


11 


898 


S¥-'/ 


I  '• ''  I 


''} 


V* 


j, 


1^ 


S.  Doc.  112. 


^  MARYLAND. 


Roodi. 


Annapolis  and  Elkridge. . . 
Baltimore  and  Ohio 

Washington  branch 

•   Frederick  branch 

Baltimore  and  Susquehanna 

Westminster  branch 

Total 


VIRGINIA. 


Roads. 


Richmond  and  Danville , 

Richmond  and  Petersburg , 

Clover  Hill 

South  Side 

Manasses  Gap , 

Petersburg  and  Roanoke , 

Seaboard  and  Roanoke , 

Appomattox 

Winchestei  and  Potomac 

Virginia  Central,  including  Blue  Ridge . . . 

Virginia  and  Tennessee , 

Orange  and  Alexandria 

Richmond,  Fredericksburg,  and  Potomac, 

Greenville  and  Roanoke , 

Northwestern 


T'jtal. 


Miles  in 
operatiun. 


65 
22 
15 
50 


60 
80 
9 
32 
104 
50 
40 
76 
21 


624 


Mile*  in 
progrem. 


filoR  in 
•oration. 


Mile,  in 


• «. 

21 

304 

7 

38 

3 

57 

10 

433 


iloR  in 
iratiun. 


65 
22 
15 
50 


MiJen  in 
Progrew. 


I0\ 


00 
75 


60 

80 

9 

32 

04 

7o 

50 

155 

40 

50 

70 

21 

•  ■  ■  • 

24 

120 

610 

8.  Doc.  112. 

NORTH  CAROLINA. 


Roada. 


|(;.,5ton  and  Raleigh 

k'ilmington  and  Weldon. 
\orth  Carolina  Central. . . 
Weldon  and  Cleveland. . . 


Total. 


tJOUTH  CAROLINA. 


Roads. 


South  Carolina 

I  Greenville  and  Columbia 

Charlotte  and  South  Carolina - 


I  King's  Mountain. 


[Laurens 

I  Spartanburg  and  Union 

hVilmington  and  Manchester. 


Total. 


GEORGIA. 


Roada. 


ICentral 

JGeorgia. 

JMacon  and  Western 

I  Western  and  Atlantic 

jSouthwestern 

IRome  branch 

iMuscogee 

I  Atlanta  and  Westpoint 

iMilledgeville 

JEaton  and  M illedgeville 

JWilkes  county 

|.\thens  branch 

IWaynesboro' 

iSavannah  and  Pensacola  (estimated) . 
|6runswick  and  Pensacola  (estimated) , 

Total 


Milea  in 
operation. 


87 
162 


249 


Mne«  n 
operation. 


241 

163 

110 

25 

15 


45 


599 


Milea  in 
operation. 


191 

175 

101 

140 

50 

20 

51 

52 

17 


39 
21 


857 


899 


Mile*  in 
progrvaa. 


223 
26 


248 


Milea  in 
progreaa. 


16 

60 

117 


193 


Milea  in 
progreaa. 


59 


21 
35 


20 
18 


50 
300 
300 

803 


4 


400 


I? 


}    « 


ill 


FLORIDA. 


JkLABAMA. 


Roads. 


Montgomery  and  West  Point. 

Mobile  and  Ohio 

Alabama  and  Tennessee 

Alabama  Centrnl 

Memphis  and  Charleston 

Girard 


Total. 


MISSISSIPPI. 


161 


741H 


Roadfl. 

Miles  in 
operation. 

MUciln 
progrena, 

Raymond 

7 
28 
60 

St.  Francis  and  Woodville 

Vicksburg  and  Brandon 

Mobile  and  Ohio 

273 

Mississippi  Central 

180 

Canton  and  Jackson 

25 

New  Orleans,  Jackson,  and  Northern 

40() 

Total 

95 

878 

Buffalo  Bay 

V 

1'.       *    *        . 

m 


B.  Doc:  112. 

LOUISIANA. 


4(^1 


311  in 
itiun. 


S3 


Mileiin 
progrew. 


e«  In 

ration. 

Milefi  ia 
progreu. 

88 

33 

30 

40 

160 

60 

281} 
220 

161 

741i 

Boads. 


'.l'':';«J. 


Carrokon 

Clinton  and  Port  Hudson 

Lake  Poiitchartrain 

Mexican  Gulf 

»\'c\v  Orleiins,  Jack.son,  and  Northern, 
jiew  Orleans  and  Opelousas 


Total. 


Sco  Missisitijipi. 


TEXAS. 


Milea  in 
opcratiun. 


6 
24 

6 
27 


63 


Ikfilesia 
prugroMk 


. . .  ^ 

180 


180 


Koad. 

MiloB  in 
operatioa. 

Miles  ia  " 
progreM. 

• 

Riiflfhlo  Bav.  Hrazos,  and  Colorado 

33 

'  w 


it' 


In 

If 

11 


lot  in 

MUeiln 

ration. 

progreu, 

7 

28 

60 

k    •    •   •    • 

273 

•    •     •    •    • 

■   180 

K    •     •     •    • 

35 

1   •     «     ■     • 

400 

96 

878 

TENNESSEE. 


•fi'. 


Roada. 


*(asliville  and  Chattanooga., 
past  Tennessee  and  Georgia . 
East  Tennessee  and  Virginia. 
RVinchestcr  and  Hunlsville. . . 

^lobile  and  Ohio 

Nashville  S(Duthern 

Wc'Minnville  branch 


Total. 


Miles  in 
opcratiiiu. 


105 

SO 


1S5 


Miles  in 
pnigress. 


54 

30 
130 

46 
119^ 
100 

30 

509} 


27 


402 


S.  Doc.  112. 

,.  KENTUCKY. 


Roadi. 


Frankfort  and  Lexington . 
Louisville  and  Frankfort . 
Maysville  and  Lexington . 
Covington  and  Lexington. 
Lexington  and  Danville . . 
Louisville  and  Nashville.. 

Mobile  and  Ohio 

Louisville  and  Nashville . . 

Shelby  ville  branch 

Henderson  and  Nashville . 


Total. 


MUei  in 
opentiun. 


29 
65 


94 


Miletlo 
Progrew, 


67 
97 

36 
180 
39 
95 
18 
130 


662 


MISSOURI.        . 

• 

' 

Miles  in 
operation. 

Milei  m 
progreu. 

Pacific 

315 

Hannibal  and  St  Josenh's 

200 

Total. 

dl3 

OHIO 


Boads. 


Cleveland  and  Columbus 

Columbus  and  Lake  Erie 

Dayton  and  Springfield  brancli. 

Findlay  branch 

LitUe  Miami 

Mad  river 

Sandusky  and  Mansfield 

Xenia  and  Columbus 

Bellefbntaine  and  Indiana 

Cincinnati  and  Marietta 


Miles  in 
operation. 


135 
60 
24 
16 
84 

134 
56 
54 


Milei  in 
progrea 


lin 

Mheiio 

tiun. 

prognu. 

29 

Bd 

•  «  ■  « 

67 

«  «  •  « 

97 

180 
39 
95 
18 

130 


94 

662 1 

m 

lesin 

Milei  in 

ration. 

progren. 

315 

200 

515 

lesin 

Mileaii 

iratiou. 

pro«re« 

135 

60 

24 



16 

84 

•    ■  ••■••• 

134 

56 

54 

^    ,  , 

118 

«  «  •  • 

261 

S.  Doc.  112. 

OHIO-^CoiitiMM4. 


401 


Boadi. 


Cleveland  and  Pittsburff 

Clevoland  N.  and  Toledo 

Cleveland  P.  and  Ashtabula 

CcJumbus  U.  and  Piqua 

Cincinnati  W,  and  Zanesville 

Cincinnati  H.  and  Dayton 

Dayton  and  Western 

Greenville  and  Miami 

Hamilton  and  Eaton 

Hillsboro  and  Cincinnati 

Iron 

Jaaction 

Ohio  and  Indiana 

Ohio  and  Mississippi 

Ohio  and  Pennsylvania 

Ohio  central 

Scioto  and  Hocking  valley 

Steubenville  and  Indiana 

Springfield,  Mount  Vernon  and  Pittsburg. 

Dayton  and  Michigan 

Hudson  and  Akron  branch 

Franklin  and  Warren  branch 

Cincinnati  and  Dayton 

Carrolton  branch 

Tuscarawas  branch 


ITOMb 


100 


72 


60 
42 
20 
42 
37 
25 


Total. 


134 
59 


Mtlmik 


1,154 


87 


109 
160 


11 


25 

110 

131 

20 

61 

82 

120 

150 

110 

140 

50 

30 

52 

20 

20 


1,854 


MICHIGAN. 

• 

Boadi. 

Miles  in 
operation. 

MUeain 
progTOM. 

Central 

228 
133 

25 
8 

33 

Southern 

Pontiac 

Tecumseh  branch 

Erie  and  Kalamazoo ......................... 

Total ... 

427 

i 


♦0! 


/»■■■ 


I 


I.'      l' 


i^ 


404 


S.  Doc.  112. 

INDIANA. 


Bosdi. 


N.  Albany  &  Salem,  with  branch  round  L.  Michigan 

Jeflersonville 

Madison  and  Indianapolis 

Shelbyville  branch 

Rushville   branch 

Knightstown  branch. 

Lawrenceburg  and  Indianapolis 

Indiana  Central 

Newcastle  and  Richmond 

Indianapolis  and  Bellefbntaine 

Peru  and  Indianapolis 

Terre  Haute  and  Indianapolis 

Evansville  and  Illinois 

Indiana  Northern 

Oliio  and  Mississippi 

Lafayette  and  Indianapolis 

Wabash  Valley 


Total. 


ILLINOIS. 


Roads. 


Illinois  Central 

Galena  and  Chicago 

Rock  Island  and  Chicago. 

Central  Military  Tract 

Peoria  and  Oqu^wka 

Ohio  and  Mississippi 

Northern  Cross 

Sangamon  and  Morgan  . . . 

Alton  and  Sangamon 

Aurora   branch 

St.  Charles  branch 

O'Fallon's  Coal-road 

Bellville  and  St.  Louis 

Terre  Haute  and  Alton . . . 
Mississippi  and  Atlantic. . . 

St.  Louis  and  Chicago 

Alton  and  Mt.  Carmel 


Total. 


Mile*  in 
operation. 


140 
66 
86 
16 
20 
27 


83 
22J 
72 
26 
135 


62 


755i 


Miles  in 
operation. 


92 
60 


54 
72 
13 

7 
8 


296 


Mllen  in 
progreti. 


1,771 


in 

Milei  in 

on. 

progreM. 

0 

175 

6 

G 

6 

0 

7 

... 

90} 

•  •  • 

72 

■  «  • 

100 

J3 

m 

50 

12 

26 

74 

35 

■   ■  >  • 

170 

S2 

•   -  •  • 

55J 

8  in 

tion. 

progreN. 

)2 
>0 


)4 

J2 
L3 

7 


699 
35 

131 

125 
85 

145 
54 


75 


8 



20 

■     a    ••    • 

165 



145 

•     •    "    " 

75 

17 

.  .  -  . 

36 

1,771 

S.  Doc.  113. 

WIflCONBIN. 


405 


RomU. 

Milei  in 
operation. 

Ifilei  ia 
progreM. 

MiUvaukie  and  M irisisHipni 

60 

160 

Fnn  (lu  Lac  and  Itock  IhIuiuI  VjUIc  v 

240 

Total 

60 

390 

RECAPITULATION. 


w 


Maine 

New  Hampshire 

Vermont 

Massachusetts . . 
Rhode  Island . . . 

Connecticut 

New  York , 

New  Jersey 

Pennsylvania . . . 

Delaware 

Maryland 

Virginia 

i  North  Carolina  . . 
South  Carolina . , 


1  Georgia 


Florida... 
Alabama  . . 
Mississippi , 
Louisiana. 
Texas 


Tenne^ee 
Kentucky. 
Missouri . . 
Ohio..... 
Michigan . 

Indiana 

Illinois 

Wisconsin 


Total 


Milei  in  opera- 
tion. 


366 

614 

439 

1,128 

60 

630 

2,148i 

242 

1,216 

16 

433 

624 

247 

697 

867 

23 

161 

96 

63 


Milei  in 
great 


pr»> 


128 
42 


186 
94 


1,164 

427 

765J 

296 

60 

12,808i 


79 

32 

189 

874 

86 

916 

11 

76 

610 

248 

193 

794 


641^ 
878 
180 
32 
479J 
663 
616 
1,864 


933 

1,771 

390 

12,612 


■  V I 


I 

'V- 

I'm 


J*.*'*!*    'll' 


•rrt 


# 


•■^ 


« 


v?;-:,,. 


JS^.. 


Area  in 
635;  total 

The  pre 
vealthy  o 
brightest  y 
tude  from 
Intitude  IW 
allelofPei 
area,  divci 
commercifj 

From  til 
ince  adjoir 
mercial  as 
The  shorU 
is  through 
the  coast  o 

The  "d 
pear  incori 
northern  cl 
eastern  or 
substituted 

Jrovince  is 
acques  C 
Jesuit  Fatl 
blesseofF 
and  Iroqu( 
States,  bee 
most  impo: 
It  is  tru( 
known  in  t 
temporatui 
the  winter 
and  upon  ( 
tation  are  J 
a  thick  ma 
mer,  meltii 
stream,  co 
the  cheane 
man's  wmi 
vegetation 
reached  al 


S.  Doc.  112. 


407 


^.-ii 


PART    V. 


in 


CANADA.  ♦> 

Area  in  acres  :  Cnnarlii  East,  129,659,GS4;  Canada  West,  31,745,- 
536;  total,  100,405,219  acres.     Population  in  1661,  1,842,265. 

The  province  of  Canada,  one  of  the  nmst  extensive,  populous,  and 
vealthy  ofllshrHJts  of  a  colonizinc;  nation,  has  been  justly  termed  "th© 
brightest  jewel  in  the  Crown  of  Engliind."  Though  stretching  in  longi- 
tude from  the  centre  of  the  continent  to  the  shores  of  Labrador,  and  in 
latitude  from  the  waters  which  flow  into  the  northern  ocean  to  the  par- 
allel of  Pennsylvania,  it  derives  its  importance  not  so  much  from  great 
area,  diversity  of  climate,  and  productions,  as  from  geographical  and 
commercial  position.  '^ 

From  tide-water  upon  the  St.  Lawrence  to  Lake  Superior,  this  proY- 
ince  adjoins,  and  even  penetrates,  so  as  to  divide,  one  of  the  most  com- 
mercial as  well  as  important  agricultural  portions  of  the  United  States. 
The  shortest  land-route  between  the  heart  of  New  York  and  Michigan 
is  through  the  peninsula  of  Canada  West,  which  embraces  one-half 
the  coast  of  the  most  commercial  bwjy  of  fresh  water  on  the  globe. 

The  "diversity  of  production"  ascribed  to  Canada  may  at  first  ap- 
pear incorrect,  inasmuch  as  the  name  is  associated  with  the  rigors  of  a 
northern  climate.  This  mistaken  idea  originated  in  the  tact  that  the 
eastern  or  historical  portion  of  Canada  is  Ibremost  in  the  mind — a  part 
substituted  for  the  whole ;  while  the  western  or  modern  section  of  the 

Jrovince  is  known  only  to  actual  visitors.  The  romantic  narratives  of 
acques  Carter  and  Champlain,  the  early  trials  and  struggles  of  the 
Jesuit  Fathers,  and  of  Frontenac,  De  Sales,  and  others  of  the  old  no- 
blesse of  France,  with  the  stirring  incidents  of  the  wars  of  the  Algonquins 
and  Iroquois,  have,  to  the  great  majority  of  the  people  of  the  United 
States,  been  the  chief  medium  of  information  respecting  this,  England's 
most  important  colony. 

It  is  true  that  in  Eastern  Canada  there  are  extremes  of  climate  un^ 
known  in  the  northwestern  States.  But  it  will  be  found  that  the  mean 
temperature  varies  but  little  in  the  two  regions.  The  intense  cold  of 
the  winter  makes  a  highway  to  the  operations  of  the  lumberman  over 
and  upon  every  lake  and  stream,  while  the  earth  and  the  germs  of  vege- 
tation are  jealously  guarded  from  the  injurious  efiects  of  severe  frost  oy 
a  thick  mantle  of  snow.  The  sudden  transition  from  winter  to  sum- 
mer, melting  the  accumulations  of  ice  and  snow  in  every  mountain 
stream,  converts  them  into  navigable  rivers,  downward,  for  bearing,  in 
the  cheapest  and  most  expeditious  manner,  the  fruits  of  the  lumber- 
man's winter  labor  to  its  market  on  tide-water.  The  commencement  of 
vegetation  is  delayed  by  the  duration  of  the  snow,  but  its  maturity  is 
reached  about  the  same  period  as  in  the  western  country,  because  there 


t] 


[I. 


Is  ■' 


408 


S.  Doc.  112. 


has  been  a  smaller  loss  of  caloric  during  the  winter,  less  retardation 
from  a  lingering  spring,  and  more  nipid  growth  from  the  constant  action 
of  a  strong  and  stendy  summer  heat. 

Whatever  exceptions  may  be  taken  to  the  climate  of  Eastern  Canada 
it  must  he  remembered  that  it  embraces  the  greater  portion  of  the  white-  I 
pine-bearing  zone  of  Nortii  America,  the  invaluable  product  of  which  can  ! 
only  be  obtained  by  those  conditions  of  climate,  (the  abundant  ice  anrl 
snow,)  which  have  given  it  such  imaginary  teiTors.     There  is  scnreelv 
one  article  or  class  of  articles  I'rom  any  one  country  in  the  world  which 
afibrds  more  outward  ii"eiglit,  or  employs  more  sea  tonnage,  than  the 
products  of  the  forests  of  British  North  America. 

While  these  conditions  of  climate  and  production  give  necessarily  a 
commercial  and  manufacturing  character  to  the  eastern  province,  the 
milder  climate  and  more  extensive  plains  of  Western  Canada  aflbrd  a 
^eld  for  agriculture,  horticulture,  and  pastoral  pursuits  unsurpassed  in 
iwme  respects  by  the  most  favored  sections  of  the  United  States.  The 
peninsula  of  Canada  West,  almost  surrounded  by  many  thousand  square 
miles  of  unfrozen  water,  enjo^-s  a  climate  as  mild  as  that  of  Nortliern 
New  York.  The  peach  tree,  unprotected,  matures  its  fiuit  south  and 
west  of  Ontario,  while  tobacco  has  been  successfully  cultivated  for 
years  on  the  peninsula  between  Lakes  Erie  and  Huron.  During  the 
last  two  years,  Western  Canada  has  exported  upwards  of  two  millions 
of  barrels  of  flour,  and  over  three  millions  of  bushels  of  wheat,  and  at 
tfhe  present  moment  the  surplus  stock  on  hand  is  greater  than  at  any 
former  period.  There  is  probabl}'  no  country  where  there  is  so  much 
wheat  grown,  in  propo]tion  to  the  population  and  the  area  under  culti- 
vation, as  in  that  part  of  Canada  west  of  Kingston. 

The  commercial  position  of  Canada  West  as  a  "portag(i"or  "step- 
ping-stone" between  the  manufacturing  and  commercial  States  on  the 
Altantic  and  the  agricultural  and  mineral  ones  of  the  northwest,  is 
illustrated  by  the  Welland  canal,  the  Great  Western,  and  the  Ontaiio 
and  Huron  railways. 

,  Among  the  prominent  features  of  Canada,  her  militaiy  position  is 
worthy  of  notice.  She  is  the  most  nortiiern  power  upon  this  continent; 
jBnd  in  configuration  upon  the  globe,  she;  presents  a  triangular  form,  the 
Jipex  of  which  forms  the  extreme  southing,  and  j)enetrates  the  United 
^States  frontier ;  while  the  base  is  remote,  and  rests  upon  the  icy  regions 
of  the  north. 

Flanked  by  the  inhospitable  coast  of  Labrador  upon  the  east,  and 
by  the  almost  inaccessible  leriilories  of  the  Hudson's  Bay  Company  on 
the  west,  she  can  only  be  attacked  "in  front ;"  when,  retiring  into  more 
than  Scythian  fastnesses  on  the  Ottawa  and  Sagucnay,  and  keeping  up 
communication  with  the  strong  fortress  of  Quebec,  she  can  maintain 
prolonged  and  powerful  rcsist;ince  against  foreign  hostile  invaders. 

Viewing  Canada  as  a  whole,  it  n)ay  be  described  as  a,  broad  belt  of 
country  lying  diagonally  along  the  frontier  of  the  United  States,  from 
northeast  to  southwest,  from  Maine  to  Michigan,  and  between  the  42il 
and  49th  ])arallels  of  no^th  latitude-  The  great  river  St.  Lawrence 
presents  itself  conspicuously  as  a  leading  feature  in  its  pliysical  geog- 
raphy, traversing,  in  a  northeasterly  course,  the  grand  valley  which  it 
4i'aius  in  its  mighty  career  to  the  ocean. 


S.  Doc.  112. 


409 


The  very  beautiful  map  of  the  basin  of  the*  St.  Lawrence  hereunto 
appendedj  and  prepared  expressly  for  this  report,  by  Thomas  C.  Keefer, 
esq.,  a  civil  engineer  of  high  standing  and  eminent  abilities,  attached 
toihe  Canndian  Board  of  Works,  may  be  relied  upon  for  its  accuracy. 

An  attentive  consideration  of  this  new  and  excellent  map  is  respect- 
fully solicited.  It  presents  many  points  of  interest,  exhibiting,  as  it 
does, at  one  view,  the  mighty  St.  Lawrence,  the  chain  of  "fresh-water 
Jletliterraneans,"  of  which  it  is  the  outlet,  and  which  are  indeed  a  geo- 
graphical wonder,  as  also  their  position  an<l  relation  to  the  States  of 
the  West,  and  the  vast  and  fertile  valley  of  the  Mississippi,  with  the  va- 
rious outlets  to  the  sea,  of  this  valuable  section  of  North  America. 


1        mil 


COMMERCE  OF  CANADA. 


iKi't'* 


Before  the  close  of  the  last  century  the  commerce  of  Canada  had 
reached  a  respectable  position.  The  St.  Lawrence  was  then  the  only 
outlet  of  Canada,  and  also  of  that  portion  of  the  United  States  lying 
upon  and  between  Lakes  Ontario  and  Champlain;  and  the  port  of  Que- 
bec received  indifferently  American  and  Canadian  produce  lor  expor- 
tation to  the  West  Lidies  and  British  North  American  colonies. 

Although  Upper  Canada  then  scarcely  produced  sufficient  food  to 
support  her  own  immigration,  the  lower  province  was  already  a  large 
exporter  of  wheat,  and  continued  so  until  the  ravages  of  the  Hessian 
fly  reduced  her  to  her  present  position  of  an  importer  from  the  upper 
province. 

Mr.  Keefer,  in  his  Prize  Essay  upon  the  Canals  of  Canada,  says : 

"A  wise  and  liberal  policy  was  adopted  with  regard  to  our  exports 
previous  to  1S22.  The  products  of  either  bank  of  the  St.  Lawrence 
were  indifferently  exported  to  the  sister  colonies,  as  if  of  Canadian 
origin ;  and  those  markets  received  not  only  our  own,  but  a  large  share 
of  American  breadstuffs  and  provisions.  Our  timber  was  not  only  ad- 
mitted freely  into  the  British  markets,  but  excessive  and  almost  pro- 
hibitory duties  were  imposed  upon  importations  of  this  article  from  the 
Baltic,  forihe  purpose  of  fostering  Canadian  trade  and  British  ship- 
pin<![.  The  British  market  was  closed,  by  prohibition,  against  our  wheat 
until  1814,  which  was  then  only  admitted  when  the  price  in  England 
rose  to  about  two  dollars  per  bushel — a  privilege  in  a  great  measure 
nugatory ;  but  the  West  Indies  and  lower  provinces  gave  a  sufficient 
demand  so  long  as  the  free  export  of  American  produce  was  permitted 
by  diis  route.  As  early  as  1793,  our  exports  of  flour  and  wheat  by 
the  St.  Lawrence  were  as  high  as  100,000  barrels,  and  rose  in  1802 
to  230,000  bar  els.  The  Berlin  and  Milan  decrees,  and  English  orders 
in  council  thereon,  of  1807;  President  Jefferson's  embargo  of  1 808, 
with  increased  duties  levied  upon  Baltic  timber,  gave  an  impulse  to 
the  trade  of  the  St  Lawrence,  so  that  the  tonnage  arriving  at  Quebec 
in  ISIO  was  more  than  ten  times  greater  than  in  1800.  The  war  of 
1812  and  1815  naturally  checked  a  commerce  so  much  dependent 
upon  the  Americans;  and  we  therefore  find  but  httle  increase  of  the 
tonnnge  arrived  in  1820  over  that  of  1810.  In  1822  the  Canada 
Trade  Acts  of  the  imperial  parliament,  by  imposing  a  duty  upon  Amer- 


II 


*| 


410 


S.  Doc.  112. 


I*'  ' 


ican  agricultural  produce  entering  the  British  American  colonies  and! 
the  West  Indies,  destroyed  one-half  of  the  export-trade  of  the  Sfl 
La-wrence;  and  the  simultaneous  abundance  of  the  EngUsh  harvest! 
forbade  our  exports  thither.  I 

"As  a  recompense  for  the  damage  done  by  the  Trade  Act  of  1822  1 
our  flour  and  wheal,  in  1826,  were  admitted  into  the  United  Kingdonll 
at  a  fixed  duty  of  five  shillings  sterling  per  quarter.     The  opening  ofl 
the  Erie  and  Champlain  canals  at  this  critical  juncture  gave  a  per- 1 
manent  direction  to  those  American  exports  which  had  before  sought 
Quebec,  and  an  amount  of  injury  was  inflicted  upon  the  St.  Lawrence 
which  would  not  liave  been  reached  had  the  British  action  of  1825 
preceded  that  of  1822.     The  accidental  advantages  resulting  from  the 
differences  which  arose  between  the  United  States  and  Bntain,  on  the ' 
score  of  reciprocal  navigation,  (which  differences  led  to  the  interdiction 
of  the  United  States  export  trade  to  the  West  Indies,  and  reduced  it  | 
from  a  value  of  $2,000,000,  in  1826,  to  less  than  $2,000  in  1830,) 
restored  for  a  time  our  ancient  commerce.    The  trade  of  the  St.  Law- 
rence was  also  assisted  by  the  readmission  Jree  in  1826  (after  four  j 
years  exclusion)  of  American  timber  and  ashes  for  the  British  market, 
and  by  the  reduction  of  the  duty  upon  our  flour  for  the  West  India 
market,  and  therefore  rapidly  recovered,  and  in  1830  far  surpassed  its 
position  of  18Si0. 

"In  1831  there  was  a  return  to  the  policy  which  existed  previous  to 
1822.  United  States  products  of  the  forests  and  agriculture  were 
admitted  into  Canada  Jree,  and  could  be  exported  thence  as  Canadian 
produce  to  all  countries,  except  the  United  Kingdom ;  and  an  additional 
advantage  was  conferred  by  the  imposition  of  a  differential  duty,  in 
our  favor,  upon  foreign  lumber  entenng  the  West  Indian  and  South 
American  possessions.  Our  exports  of  flour  and  wheat  by  §ea  in  that 
year  were  about  400,000  bushels— chiefly  to  Britain,  where  a  scarcity 
then  existed,  and  for  the  first  time  exceeding  the  flour  export  of  1802. 
This  amount,  in  consequence  of  a  demand  nearer  home,  and  the  ravages 
of  the  fly  in  Lower  Canada,  was  not  again  exceeded  until  1844. 
Between  1832  and  1839  a  scarcity  and  great  demand  fortbreadstuffs 
arose  in  the  United  States,  and  the  crops  in  England  being  unusually 
abundant  between  1831  and  1836,  the  order  of  things  in  the  St.  Law- 
rence was  reversed,  so  that  in  1833  wheat  was  shipped  from  Britain  to 
Quebec.  A  farther  supply  came  also  from  Archangel.  These  imports 
in  1835  and  1836  amounted  to  about  800,000  bushels.  A  similar 
demand  in  1829  had  turned  our  exportation  of  breadstuff's  inland  to  a 
very  large  amount;  yet,  notwithstanding  these  fluctuations  of  our  ex- 
ports, the  shipping  and  commerce  of  the  St.  Lawrence  rapidly  increased 
m  importance  and  value,  with  no  continued  relapse,  down  to  the  year 
1842.  The  revulsion  in  1842  was  general,  being  one  of  those  periodical 
crises  which  affect  commerce,  but  was  aggravated  in  Canada  by  a 
repetition  of  the  measures  of  1822,  not  confined  this  time  to  the  provi- 
sion-trade only,  but  attacking  the  great  staple  of  Quebec — timber. 
The  duties  on  Baltic  timber,  in  Britain,  were  reduced,  the  freeimpr- 
tation  of  American  flour  was  stopped  by  the  imposition  of  a  duty 
thereon,  and  our  trade  with  the  West  Indies  annihilated  by  the  reduc- 
tion of  the  duty  upon  American  flour  brought  into  those  islands.   By 


S.  Doc.  112. 


411 


Lposing  a  duty  of  two  shillings  sterling  per  barrel  upon  American 
Lur  itnix'rt^d  into  Canada,  and  reducing  it  in  the  West  Indies  from 
j^  to  two  shilling,  an  improvement  equal  to  five  shillings  sterling  per 
lurrel  was  made  m  the  new  position  ot  American  flour  exported  f''om 
die  Mississippi,  Baltimore,  and  New  York.  The  value  of  our  traile 
fjth  the  West  Indies  in  1830  (during  the  exclusion  of  the  Americans) 
Lounted  to  $906,000;  and  in  1846,  it  was  $4,000. 

"Our  export  to  the  lower  provinces  (Nova  Scotia,  New  Brunswick, 
Cape  Breton,  &c.)  was  at  its  highest  point  in  1836,  since  which  time  it 
iias  Buctuated,  but  never  reached  its  position  of  that  year.    It  will  be 
lemcmbered  that  at  that  time  the  Americans  were  importing  bread- 
Fs,  and  could  not,  therefore,  compete  with  Quebec  in  the  supply  of 
I  these  provinces.     The  act  of  1842  was  nearly  as  destructive  to  our  trade 
I  ffith  the  gulf  provinces  as  with  the  West  Indies ;  but  since  the  opening  of 
I  our  canals,  there  is  a  marked  increase  in  this  trade.    In  1841  (before 
I  the  passing  of  the  Gladstone  Act)  our  export  trade  with  the  lower  prov- 
inces was  worth  $456,000  annually,  which  amount  fell  off  to  $204,000 
in  1844.    In  1845  the  enlarged  Welland  and  Beauharnois  canals  were 
I  opened,  and  since  that  period  it  has  gradually  recovered,  so  that,  since 
the  opening  of  the  enlarged  Lachine  canal,  it  has  exceeded  its  position 
of  1841,  and  is  now  increasing  every  year.    As  the  interruption  of  our 
trade  with  the  West  Indies  by  the  Canada  Trade  Act  in  1822  was 
followed  in  1825  by  the  permanent  admission  of  our  breadstuffs  into 
the  British  market,  and  oy  the  concessions  in  1826,   so  its  second 
I  interruption,  or  rather  destruction,  in  1842,  was  succeeded  in  1843  by 
!  the  important  privilege  of  exporting  American  wheat,  .received,  under 
a  comparatively  nominal  duly,  as  Canadian,  without  proof  of  origin, 
in  the  British  market.     This  measure  was  a  virtual  premium  of  about 
six  shilli|gs  sterling  per  quarter  upon  American  expoi  ts  to  Britain 
through  the  St.  Lawrence ;  but,  inasmuch  as  it  was  an  indirect  blow 
at  the  English  Corn  Laws,  it  contained — like  a  bombshell — the  elements 
of  its  own  destruction.     This  very  partial  measure  rapidly  swelled  our 
exports  of  flour  and  wheat,  so  that  in  1846  over  naif  a  million  of 
barrels,  and  as  many  bushels,  of  these  two  staples  were  shipped  from 
Canada  by  sea. 

"The  injury  threatened  to  the  timber-trade  of  the  St.  Lawrence  by 
the  Act  of  1842  was  averted  by  the  subsequent  railway  demand  in 
England,  so  that  our  exports  of  this  article  have  been  greater  since  that 
period  than  before. 

"In  1846  steps  were  taken  in  the  British  legislature  which  led  to 
the  withdrawal  of  that  preference  which  the  St.  Lawrence  had  so  fit- 
fully ehjoyed  as  the  route  for  American  exports  to  England;  and  the 
new  system  came  into  full  operation  in  1849.    The  intermediate  demand, 
resulting  from  the  failure  of  the  potato  crop,  has  thrown  much  uncer- 
1  tainty  upon  the  final  tendency  of  this  important  change  in  our  relations 
I  with  the  mother  country ;  and,  as  a  necessary  consequence,  the  ancient 
I  system  of  ♦  ships,  colonies,  and  commerce '  has  fallen  to  the  ground. 
In  1847  the  control  of  our  customs  was  abandoned  by  the  imperial 
legislature,  and  the  last  and  most  important  measure,  which  has  relieved 
i  us  from  the  baneful  effects  of  the  British  navigation  laws,  came  into 
operation  on  the  1st  of  January,  1850." 


; 


f  I 

*1 


412 


S.  Doc  112. 


I 


i'.; 


f-''^' 


tf;. 


/  . 


\» 


It  will  thus  be  seen  that  previous  to  1846  the  colonial  policy  of  thel 
British  government,  althougti  vacillating  and  contradictory,  encouragcdl 
the  sea-trade  of  Canada  by  afiurding  a  market  for  her  productions  1 
and  discouraged  exports  inland  to  the  United  States.  Likewise,  bvl 
imperial  control  over  the  colonial  tariff,  the  mother  country  establishedl 
differential  duties  against  importations  iidand,  thus  throwing  the  sun-l 
ply  of  Western  Canada  into  the  ports  of  Montreal  and  Quebec  and  the! 
contraband  dealers  on  the  western  frontier. 

Nearly  the  whole  revenue  from  customs  being  collected  in  Lower 
Canada,  although  an  equal  and  even  greater  consumption  was  claimed 
for  the  upper  province,  a  controversy  respecting  the  division  of  this 
revenue  became  annually  more  and  more  severe,  with  the  increased 
population  and  demands  of  Canada  West,  and  was  the  subject  of  fre. 
quent  appeal  to,  and  of  adjustment  by,  the  mother  country.  The  in- 
surrection  of  the  French  population,  and  consequent  suspension  of  the  | 
constitution  of  Lower  Canada,  was  taken  advantage  of  to  bring  about 
a  legislative  union  of  the  two  provinces,  which  accordingly  took  place 
in  1841,  and  put  an  end  to  the  dispute  about  the  division  of  the  rev- 1 
enue.  Perhaps  the  remembrance  ot  this  altercation  had  some  influence 
upon  the  subsequent  action  of  the  Canadian  legislature  upon  the  sub- ! 
ject  of  diflferential  duties.  The  imperial  government  formally  abiin- 
doned  all  control  over  the  Canadian  tariff  in  1847,  and,  in  their  next 
session,  the  colonial  legislature  abolished  the  differential  and  prohibi- 
tory  duties  on  ijnports  inland ;  thus  placing  the  mother  country  in  the 
same  relative  position  as  foreigners.  The  commercial  interest  of  the 
lower  province  .yielded  to  this  policy  from  sympathy  with  the  free- 
trade  movements  in  England;  while  it  is  probable  that  the  western 
province  supported  the  measure  as  a  means  of  emancipation  from 
the  monopoly  of  their  imports  by  Montreal  and  Quebec.         p 

The  repeal  (by  the  abolition  of  the  British  Corn  Laws)  of  all  priv- 
ileges in  favor  of  Canadian  breadstuffs  in  the  British  markets,  the  hos- 
tile tariff  of  the  United  States,  and  the  trammelled  condition  of  the  St. 
Lawrence  navigation,  (yet  unfreed  from  the  restrictions  of  the  British 
Navigation  Laws,)  fell  heavily  upon  the  Canadians.  The  scanty  sup- 
ply of  vessels  in  the  St  Lawrence,  (hitherto  a  "close  borough,"  for 
British  shipping  only,)  and  the  abundant  supply  of  outward  freights 
afforded  by  the  timber  coves  of  Quebec,  had  so  enhanced  all  other 
freight  outward,  that  nothing  but  the  premium  offered  by  the  British 
Corn  Laws  made  the  route  through  the  St.  Lawrence  more  favorable 
than  by  New  York,  even  with  the  burden  of  the  United  States  tariff. 
When,  therefore,  this  premium  was  withdrawn,  and  the  English  mar- 
ket was  no  longer  the  most  profitable,  the  exports  of  Canada  West 
(the  surplus-producing  section  of  the  province)  turned  toward  New 
York.  The  proximity  of  this  city  to  the  wheat-exporting  districts  of 
Canada,  and  the  facilities  of  exporting  and  importing  in  bond,  by  New 
York  canal  and  other  internal  artificial  avenues,  produced  such  a  di- 
version of  Canadian  exports  of  flour  and  wheat  that  the  quantity  so  sent 
to  New  York  in  1850  exceeded,  largely,  that  exported  by  sea  through 
the  St.  Lawrence. 

The  following  statement  will  show  the  relative  export  of  Canadian 
flour  and  wheat  inland  and  by  sea: 


S.  Doc.  112. 


413 


rt  of  Canadian 


Flour  and  wheat  exported  from  Canada  in  1S50  and  1851. 


Exported  to  and  through— 

1850. 

1851. 

Floor. 

Wheat. 

Hour. 

Whea  . 

Barrels. 

Bushels. 

Barrels. 

Bushels. 

ivJfclo 

19,244 

260,872 
32,999 
90,988 

66,001 
1,094,444 

10,860 

259,875 

30,609 

11,940 

101,655 

HgJBHI.. ......... 

670,203 

OjdeMburg. - .  - 

I AaPhAmnlfiin ....  ....  .......... 

18,195 

192,918 

626 

Tntiil  pxnortod  inland 

404, 103 
280,618 

1, 353, 363 

88,465 

313,284 
371,610 

790,678 
161, 312 

fnttH  nxnorted ............... 

684,721 

1,441,828 

684,894 

90,819 
90,992 

951,990 
562,695 

[VcreaM  in  inland  export  to  United 

lucreue  iu  sea  export  from  Canada. 

72,847 

The  following  statement  shows  the  amount  of  Canadian  flour  and 
[wheat  imported,  the  amount  bonded  for  exj)ortation,  and  the  amount 
lentered  for  consumption  at  each  port  oi  entry  : 


Ports. 


lOwego 

lo^den^burg 

Ilioke  Champlain 

■At  other  ports.. 


Total  imported  1851. 


Flour. 


Barrels. 


10, 860 
259, 875 

39,609 
•11,940 


313,284 

88 


313,382 


Wheat. 


Bushels. 


101,655 

670,202 

18. 195 

626 


790, 678 
5,664 


796, 342 


Total  bonded  1851. 


Flour. 


Barrels. 


10,763 

258, 057 
30,587 
11,940 


311,947 


311,947 


Wheat. 


Bushels. 


88,316 

661,409 

17,773 


767, 498 


767, 498 


Total  duty  paid  1851. 


Flour. 


Bai'rels. 


97 

1,218 

22 


1,337 

88 


1,425 


Wheat. 


Bushels. 


13, 339 

8,793 

422 

626 


23, 180 
5,664 


28,844 


•  From  Canada  return  of  e.\ports. 

I  It  will  be  seen  that  there  is  a  decrease  in  the  importation  from  Canada 
lin  1S51,  and  an  increase  in  her  exports  by  sea,  which  do  not,  with 
[respect  to  wheat  at  least,  counterbalance  the  deficiency  of  inland  ex- 
Jports.  As  the  Canadian  wheat  crop  of  1851  exceeded  that  of  any 
librmer  year,  the  presumption  is  that  the  low  prices  which  ruled  during 
jlaat  yeai  retained  much  of  the  surplus  in  the  province. 


% 


r  J 

.*,  -.rrt 


*l 


■U     f 


m 


414  S.  Doc.  lis. 

The  fact,  however,  that,  of  the  flour  exported  from  Canada,  the  numj 
bar  of  barrels  which  were  sent  to  the  United  States  in'  I860  exceeded 
the  total  exports  by  sea  in  that  ^ear,  and  that  in  1851  this  was  rc^ 
versed,  is  very  significant,  considering  that  the  Canadians  are  now 
trading  upon  equal  terms  with  the  United  Stales  in  the  markets  of  the- 
mother  country  and  those  of  other  foreign  States.  To  elucidate  thiJ 
I  must  refer  to  the 

t  INTERCOLONIAL   TRADE. 

4 

*  The  export  of  flour  from  Canada,  by  tea,  to  the  British  North  Amer  L 
ican  colonies  of  Nova  Scotia,  New  Brunswick,  and  Newfoundland,  since! 
1844,  has  been  as  follows: 

1844 19,630| 

1845 - .  26,6941 

1846 35,1521 

1847 60,195 

1848 66,834 

1849 79,492 

1850 140,872 

1851 154,766 

The  amount  exported  to  these  colonies,  in  bond,  through  New  York 
and  Boston,  in  1851,  was — 


New  York 
Boston 

'  Total 


Flour. 


Barrett, 
86,689 
4,590 


91,279 


Wheat. 


•    Buthdi. 
6,7981 


6,798 


making  the  total  export  to  these  colonies  246,039  barrels — an  increaw 
of  over  twelve-fold  in  eight  years. 

The  substitution  of  Ccinadian  for  American  flour  in  the  consumption 
of  the  "  lower  colonies"  has  been  brought  about  by  the  opening  of  the 
ship-canals  on  the  St.*  Lawrence,  aided  by  a  reciprocity  arrangement 
between  these  colonies  and  Canada;  and  because  the  exclusion  of  the 
latter  from  the  American  domestic  market  has  forced  Canadian  flour 
through  the  St.  Lawrence,  to  compete  in  the  foreign  markets  of  the 
United  States. 

The  articles  of  wheat  and  flour  have  been  taken,  for  the  sake  of  con- 1 
venience,  to  illustrate  the  export-trade  of  Canada,  its  direction  and  dig- 
tribution.     The  remarks  above,  however,  apply  to  all  other  provisions 
of  which  she  produces  a  surplus. 

In  the  import-trade,  sugar,  one  of  the  leading  articles  of  consump' 
tion,  may  be  taken  to  illustrate  a  change  as  favorable  to  Canada  u 


els — an  increaw 


S.   Doc.  112.  415 

it  in  the  export  of  flour.    In  1849  the  value  of  sugars  imported  from 

I  Ji^  United  States  was  double  that  from  the  lower  colonies.  In  1861 
tlie  value  from  the  United  States  was  $258,848,  and  from  the  colonies 
09,300.    In  1849  nearly  one-half  of  the  sugar  was  imported,  inland, 

I  jom  and  through  the  United  States — the  proportion  being  6,162,000 
pounds,  out  of  the  total  importation  of  11,613,000  pounds.     In  1S6U  the 

I  joportation  rose  to  16,736,000  pounds,  of  which  the  United  States  fur- 
nished 6,622,000  pounds,  or  a  little  more  than  one-third.  In  1861  the 
number  of  pounds  imported  was  20,176,046,  of  which  6,640,000  pounds 
qere  from  the  United  States,  and  6,880,000  pounds  from  the  lower 

I  colonies. 
The  imports  of  sugar  into  Canada  in  1861  were: 

I  From  British  colonies $269,300 

<«    United  States 258,848 

«    Other  foreign  countries 226,316 

««   Great  Britain 171,140 

925,604 


With  respect  to  the  route  of  importation,  the  inland  import  in  1849, 
I  as  we  have  seen,  nearly  equalled  that  by  sea;  but  in  1851  the  value  of 
sugars  imported  by  sea  was  $712,408,  against  $278,468  by  inland 
routes.    Canadian  vessels  load  at  the  lake  ports  with  breadstuffs  and 
provisions,  which  they  carry,  without  transhipment,  to  Halitiix  or  St. 
John,  Newfoundland,  exchanging  there  for  a  return  cargo  of  sugars, 
molasses,  fish,  and  oils.     This  trade  is  of  course  confined  to  British 
vessels;  and  as  fish  and  other  products  of  Nova  Scotia  and  New  Bruns- 
wick, and  the  flour,  provisions,  &c.,  of  Canada,  are  exchanged  duty- 
free, a  direct  free-trade  between  the  maritime  and  agricultural  districts 
of  British  North  America  is  now  in  full  operation,  from  which  New- 
Ifoundland  only  is  excluded — ^thr  necessities  of  that  government  forbid- 
Iding  her  from  taking  off  the  duly  on  Canada  flour.    Her  fish  and  oil 
[lire  therefore  treated  as  foreign  in  the  Canadian  ports. 

The  subjoined  statement  shows  the  progressive  imports  into  Canada 
lof  sugars  from  the  British  North  American  colonies : 

|l849 £28,716      $114,864 

1850 61,317        205,268 

|l861 67,325        269,300 

It  appears  from  the  foregoing  that  the  commerce  of  Canada  is  at 
Ipresent  in  a  state  of  transition.  No  certain  predictions  can  now  be 
pffered  to  show  how  far  her  efforts  at  commercial  independence  will 
be  successful,  or  what  influence  she  may  be  enabled  to  exert  over  the 
general  commerce  of  the  wester-n  lakes  and  adjoining  districts.  A 
phort  review  of  her  position  and  resources  will  be  the  best  mode  of  pre- 
peiiting  this  question.  ;.;,:* 

THE  COMMERCIAL  PORTS  OF  CANADA* 

Q«e6cc.— In  latitude  46°  48'  north,  longitude  71°  12'  west.    Popula- 
tion in  1851,  42,062. 


If 


'r' 


416 


S.  Doc.  113. 


It* 


^  i 


Quebec  is  the  most  ancient,  as  well  as  the  most  important,  port  ofl 
Canadii,  and  embraces  the  outports  of  Gasp6,  New  Carlisle,  the  Mae-I 
dalen  islands,  and  several  in  the  river  below  Quebec.  Tlie  provincef 
of  Canada  extends  eastward  to  the  straits  of  Belle-Isle,  embrucinfftliel 
island  of  St.  Paul,  (between  Newfoundland  and  Cape  Breton,)  the! 
Magdalen  islands,  the  Bird  rocks,  and  Anticosti.  In  the  Magdulensl 
a  sub-collector  is  stationed,  who  reported  some  $22G,00U  worth  of  ex- 1 
ports  in  1848;  but  no  return  of  imports  is  taken,  and  no  duties,  ,•lpp^. 
rently,  are  levied.  The  other  islands  are  occupied  only  for  \\g)ax\ 
houses  and  relief  stations.  I 

/     The  harbor  of  Quebec  is  not  unlike  that  of  New  York — the  island  ofl 
Orleans  sen'ing  as  a  barrier  from  a  northeast  sea,  and,   like  Longl 
Isl  md,  affording  two  channels  of  approach.     A  frontage  of  about  fifteen  I 
miles  on  both  sides  of  the  river  not  only  affords  the  necessary  wharves 
but  coves  of  sufficient  magnitude  to  float  some  thirty  to  Ibrty  millions  of 
cubic  feet  of  timber,  about  eighty  millions  of  superficial  leet  of  deals 
besides  staves,  lathwood,  &c.     K  fresh  water  tide,  rising  eighteen  feet 
at  "  springs,"  offl-rs  no  impediment  to  the  shipment  of  timber,  the  great 
business  of  the  port,  the  vessels  so  engaged  being  anchored  in  the! 
stream,  (which  atit)rds  good  holding-ground,)  where  their  cargoes  are 
floated  to  them  at  every  tide.     The  tide  extends  ninety  miles  above  | 
Quebec,  and  the  water  does  not  become  jierfectly  salt  until  an  equ;] 
distance  is  reached  below;  thus  there  is  a  fresh-water  tide  of  one  bun- 1 
dred  and  eighty  miles  beyond  the  salt  water,  and  sea  navigation  tol 
Montreal,  ninety  miles 'fart  her,  or  two  hundred  and  seventy  miles  froinj 
salt  water.     The  river  navigation  may  be  said  to  terminate  about  one  I 
hundred  and  fifty  miles  below  Quebec,  (where  pilots  are  first  taken,) 
but  the  combined  gulf  and  river  navigation  extends  upwards  of  seven! 
hundred  miles  betore  we  reach  the  Atlantic,  with  which  it  has  nolessl 
than  three  connexions.     The  most  northern  of  these-^the  straits  ofl 
Belle-Isle — is  in  navigable  order  about  five  months,  and  affords  apas-f 
sage  to  Liverpool  more  than  two  hundred  miles  shorter  than  the  route  | 
by  Cape  Race,  making  the  distance  from  Quebec  more  than  four  bun- 
dled miles  shorter  than  from  New  York.     By  using  this  passage  tliel 
navigable  route  between  the  foot  of  Lake  Ontario  and  any  port  ial 
Britain  is  as  short  as  that  from  New  York  harbor  to  the  same  port.. 
The  middle  channel,  by  which  the  Atlantic  is  reached,  is  about  iifiy 
miles  wide,  and  contains  St.  Paul's  island,  which,  with  its  two  bght-j 
houses,  affords  an  excellent  point  of  departure.     By  this  channel  Que-j 
bee  is  brought  nearer  to  any  port  in  Europe,  Africa,  or  the  Indian  | 
ocean,  than  New  York.     The  southern  passage  is  known  by  the  namel 
of  the  Gut  of  Causo,  and  is  invaluable  to  the  fishing,  coasting,  and  I 
West  India  trade. 

The  gulf  of  ar  J  river  St.  Lawrence  have  been  most  elaborately  sur-l 
veyed  by  the  accurate  and  accomplished  Captain  Bayfield,  Royall 
navy,  an  inspection  of  whose  chaits  is  indispensable  to  a  correct  ap-l 
preciation  of  the  commercial  qualities  of  this  navigation.  The  exclusivel 
monopoly  by  British  ships  of  this  route  hitherto,  the  buoyant  character  I 
of  the  cargo — timber,  the  ignorance  of  the  masters,  and  excesses  of  the  I 
men,  have  been  more  fruitful  causes  of  disaster  than  the  natural  con- 
tingencies of  the  route.    Heretofore,  in  many  instances,  old  and  \m 


S.  Doc.  112. 


417 


jerricenblc  vessels,  commanded  by  men  whose  pny  was  less  than  that 
otagood  mechanic,  were  sent  out  in  September  for  a  cai-go  of  timber. 
X  month  of  dissipation  in  Quebec  sent  the  crew  to  sea  dimini-shed  in 
onmbers  by  desertion,  with  weakened  physical  powers,  and  insutticient 
clothing.  When,  therefore,  the  cold  November  blasts  in  the  gulf  were 
encountered,  for  want  of  ordinary  exertions,  strength,  and  intelligence, 
the  vessel  went  ashore.  Notwithstanding,  considering  that  over  half  a 
million  of  tons  of  shipping  annually  enter  the  St.  Lawrence,  it  will  he 
found  that  the  per-centage  of  losses  has  been  no  greater  than  that  of  the 
British  and  Irish  channels,  or  the  keys  of  Florida.* 

The  tonnage  inward  and  outward,  by  sea,  from  Quebec  and  Mon- 
treal, for  1851,  with  the  number  of  disasters  within  the  gulf  and 
river,  was  as  follows. 


INWARD. 

OUTWARD. 

TOTAL. 

1 

1 

4 

« 

1 

Port. 

> 

<M 

1 

i 

i 

^ 

1 

o 

^ 

^ 

e 

H 

1 

1 

Quebec 

1,305 

533,881 

17,765 

1,394 

586,093 

19,300 

2,699 

1,119,914 

37,065 

11 

UoDtrad 

Total 

231 

55,660 

2,181 

195      37,568 

1,540 
20,840 

426 

93,228 

3,721 

•  •  • 

1,536 

589,481 

19,946 

1,589    623,661 

3,125 

1,213,142 

40,786 

11 

The  disasters  at  Key  West,  for  the  same  year,  were  about  fifty  in 
Innmber,  and  on  the  upper  St.  Lawrence,  between  Lake  Superior 
land  Montreal,  two  hundred  and  sixty-three;  where,  says  the  reporter^ 
I"  five  steamers,  three  propellers,  and  thirty-seven  saihng  vessels  went 
[out  of  existence  entirely." 

Six  hundred  and  eighty-eight  sailing  vessels,  numbering  ]35,72& 

Itons,  and  four  steamers,  giving  1,463  tons,  form  the  list  of  wrecks  of 

vessels  belonging  to  the  United  Kingdom  for  1850. 

Such  an  extent  of  land-locked  navigation  as  the  St.  Lawrence  pre- 

ents  between  the  pilot-ground  (near  the  Saguenay)  and  the  Atlantic 

vould  be,  in  thick  weather,  or  snow  storms,  considered  hazaidous,. 

JR-ere  it  not  for  the  great  width  of  beating-ground,  (nowhere  less  than 

venty-five  miles,  and  averaging  over  fifty,)  the  absence  of  all  shoals 

kr  reefs  in  or  near  the  channel,  and  the  admirable  soundings  displayed 

\y  the  charts. 

The  trend  of  the  Atlantic  coasts  of  Newfoundland  and  Cape  Breton 

nnverge  upon   St.  Paul's  island,   a  lofty  and  picturesque  rock,  for 

rhich  a  vessel  may  stand  bold  in  a  fog.    Inside  of  St.  Paul's  a  bank» 

Hth  sixty  fathoms,  leads,  by  a  direct  line  on  its  outer  edge,  clearing 

bticosti,  into  the  chops  of  the   St.  Lawrence;  northward  of  this 

Ine  is  deep  water ;  southward,  regular  soundings ;  so  that,  m  thick  or 

*  See  Part  X  for  atatemento  of  timber  trade,  asd  t«anag!»  einpk>]H)d. 

28 


1 


418 


S.  Doc.  112. 


foggy  weather,  the  lead  is  an  unerring  guide.  On  entering  the  river  ■  ranes  w 
the  south  shore  ^ivcs  uniform  soundings  all  the  way  to  the  pilot-ground  H  m.  In 
the  water  shoaling  so  regularly  that  a  vessel  may  at  any  point  deter-  I  millions  ( 
mine  her  distnnce  from  the  shore  within  a  mile  by  the  lead  alone  I  measure' 
while  at  all  points  she  may  approach  this  shore  within  this  distance.  |  the  whol< 
The  admirable  position  of  Pomte  des  Monts,  (with  a  light-house  one  I  one  milli 
hundred  feet  above  the  water,)  projecting  with  a  bold  shore  several  |  ruling  pr 
miles  from  the  general  trend  of  the  north  shore,  forms,  with  its  anchor- 1  Reducinc 
age  on  both  sides,  a  common  point  of  departure  for  inward  and  out- 1  with  Alhi 
ward-bound  vessels.  I  fiyjive  oi 

The  recent  application  of  steam  to  ocean  commerce  greatly  en-  ■  exceeded 
hances  the  value  of  this  navigation ;  particularly  with  reference  to  com- 1  ceeded  tv 
munication  with  Britain,  the  great  centre  of  European  steam  navigation  ■  twentv-foi 
and  commerce.  The  two  great  drawbacks  to  ocean  steam  navigation  I  hundred  v 
are,  the  quantity  of  fuel  which  must  be  carried  and  the  resistance  I  The  fol 
which  a  heavy  sea  offers  to  progress  whether  the  wind  be  fair  or  foul.  ■  and  outw 
On  the  St.  Lawrence  route  these  are  reduced  to  a  minimum.  The  I  leading  ar 
distance  from  the  coast  of  Ireland  to  St.  John,  Newfoundland,  or  to 
the  straits  of  Belle-Isle,  is  under  1,700  miles;  and  coal  is  found  in 
abundance,  and  of  excellent  steaming  qualities,  at  several  points  in 
the  Gulf  of  St.  Lawrence.  The  remainder  of  the  voyage  to  Quebec  ^ 
will  be  made  in  comparatively  smooth  water,  as  the  steamer  will  run 
undsr  the  shelter  ot  either  shore,  according  to  the  direction  of  the  | 
wind. 

This  notice  of  the  position  of  the  port  of  Quebec  with  reference  to  ^  IM4. 
steim  navigation  with  Europe  has  been  deemed  essential  at  this  time,!  '^-" 
inasmuch  as  the  government  of  Canada  are  now  receiving  proposals  for  I  iiJ47''," 
the  establishment  of  a  line  of  screw-steamers  to  ply  upon  this  route  ■  1*48... 
during  the  season  of  navigation,  and  to  communicate  with  the  terminus  ■  '^^••• 
of  the  railroads  from  Canada,  at  Portland,  for  the  present,  and  Halifax!  igsj" 
as  soon  as  the  scheme  of  a  grand  intercolonial  railway  from  Quebec" 
to  Halifax  shall  have  been  carried  out. 

It  may  now  be  proper  to  allude  to  the  inducements  which  lead  totliiiH    The  gre^ 
course — ^in  other  words,  to  the  |  was  in  184 

1861  the  M 
I  than  that 
[1845,  the 

The  valj 
of  timber, 
I  in  1845,  w| 
outward, 
1851.    Till 
I  the  port,  as 
I  as  much  inl 
The  fol  J 
I  port  of  Qi 


SEA-TRADE  OF  CANADA. 

The  great  staple  of  Quebec  is  timber,  and  hitherto  her  trade  has 
been  chiefly  confined  to  this  staple,  Montreal  being  the  point  where  I 
the  agricultural  exports  of  the  upper  province  are  exchanged  for  the  I 
supplies  of  foreign  goods  requirecl  for  the  same  districts.  The  timber  I 
is  chiefly  supplied  by  the  Ottawa  river,  (which,  with  its  numerous  andl 
important  tributaries,  drains  an  area  of  over  ten  thousand  square  miles  I 
of  the  finest  pine-bearing  land,)  and  also  from  the  north  shore  of  Lake  I 
Ontario,  which  is  drained  by  a  remarkable  chain  of  lakes  emptyinjl 
through  the  rivers  Otonabee  and  Trent,  into  the  Bay  of  Quinte,  (thiuj 
escaping  the  open  water  of  Ontario,)  from  which  the  rafts  are  floa 
to  Quebec.  Thu«,  ;by  ithe  simple  and  inexpensive  process  of  raftinj,! 
timber  is  borne  by  the  current,  at  a  cost  of  three  or  four  cents  per  cubic  I 
foot,  to  Quebec,  from  a  distance  of  six  hundred  miles— even  from ttel 
lajids  drained  by  Hudson's  bay  and  Lake  Huron.    The  annual  suppijf 


1841.., 
1842. . , 
1843. . 
1844. 


(rhichlead  tottii} 


S.  Doc.  119. 


419 


varies  with  the  export,  but  seems  ctipublc  of  almost  illimitable  exten- 
sion. In  1846  the  supply  of  s(|iinrc  timber  cxtioctlcd  thirty-seven 
millions  of  cubic  feet;  thnt  of  Hiiwed  dcjils,  sixty  millions  of  led,  board 
measure;  besides  some  fidy  thuusund  tons  of  staves,  luth-wood,  &c.; 
the  whole  (at  the  usual  rote  of  forty  cubic  feet  to  the  ton)  amounting  to 
one  miilion  six  hundred  and  fifty  thousand  tons,  and  worth,  at  the 
ruling  prices  of  that  yeor,  between  five  and  six  millions  of  dollars. 
Reducing  the  cubic  to  superficial  measure,  for  the  sake  of  comparison 
with  Albany  and  Bangor,  the  supply  of  square  timber  and  deals  (ex- 
clusive of  staves,  lath-W(X)d,  &;c.^  brought  to  Quebec  in  that  year 
exceeded  five  hundred  millions  of  feet.  The  stock  wintered  over  ex- 
ceeded twenty-one  millions  of  cubic  feet  of  timber,  and  the  export 
twenty-four  and  a  quarter  millions,  loading  some  thirteen  or  fourteen 
hundred  vessels,  of  un  agurc-'gatt;  tonnage  of  over  half  a  million. 

The  following  shows  tlic  number  and  tonnage  of  vessels  inward 
and  outward  in  Quebec,  with  the  exjjort  of  wliite-pine  timber,  (the 
leading  oiticle,)  for  tlie  last  eight  years: 


Year. 


1844. 

1845, 
1846, 
1847, 

1848, 
1849, 

la^o, 

1851, 


INWARD. 


Votnli. 


1,232 
1,4M9 
1,480 
1,210 
1,188 
1,184 
1,100 
1,306 


Tuiu. 


451, 142 
676,641 
668,226 
479, 124 
452,436 
466,088 
466,604 
633,621 


OUTWARD. 


Vcaieli. 


1,239 
1,499 
1,467 
1,215 
1,194 
1,243 
1,275 
1,394 


Tom. 


453,894 
584,540 
572,  '.rr3 
489,817 
457,430 
481,227 
494,021 
686,093 


EXPORT  or 

WHITE  PINE. 


Cubic  feot. 


11,950,438 
15,828,880 
14,392,220 
9,626,440 
10,709,680 
11,621,920 
13,040,520 
15,941,600 


The  greatest  number  of  ships  outward  in  any  year  previous  to  1851 
was  in  1846,  when  1,499  cleared  out,  with  a  tonnage  of  584,540.  In 
1851  the  number  of  vessels  outward  is  less,  but  the  tonnage  is  greater, 
than  that  of  any  former  year.  It  must  be  remembered  that,  since 
1845,  the  duty  upon  Baltic  timber  in  Britain  has  been  reduced. 

The  value  of  exports  from  Quebec  depends  upon  the  market  price 
I  of  timber,  which  ranges  nearly  one  hundred  per  cent.  It  was  greatest 
in  1845,  when  the  price  of  timber  was  highest,  although  the  tonnage 
I  outward,  which  is  tlie  true  measure  of  the  commerce,  was  less  than  in 
1 1851.  The  progress  of  the  imports  is  an  index  of  the  prosperity  of 
the  port,  as  trio  articles  ore  general  merchandise,  which  do  not  fluctuate 
as  much  in  value  as  the  exports. 

The  following  is  a  statement  of  imports  for  a  series  of  years  at  the 
I  port  of  Quebec: 

1841 .£217,917  $871,668 

1842 i 216,670  866,680 

1843 402,227  1,608,908    . 

1844 655,869  2,623,476 


HI 


^^i\ 


I 


f 


■  '  ' 


^tML-^..  M^ 


480  8.   Doc.  118. 

•    1845 i£7l2,398  $3,849,698 

1846 750,983  3,003,9:ja 

1847 796,917  3,187,668 

1848 674,208  2,296,839 

1849 438,673  1,764,698 

1860 686,441  2,746,764 

1861 833,904  3,336,616 


Ml 


■WSSm ' 


The  proffress  of  exports  inland,  -which  fi>r  1861   includes  transii 
goods  for  l^itcd  States,  is  shown  us  follows : 


Ye«r, 

By  tea. 

Inland. 

Total  export. 

1849 

1850 

1851 

$4,833,872 
5,027,180 
6,621,988 

$130,988 
162,912 

755,588 

^1,241,215 
1,297,523 
1,594,394 

$4,964,860 
5,190,092 
6,377,576 

The  imports  of  1851  ore  exclusive  of  railway  and  other  iron,  im- 
ported in  transitu,  for  western  States,  valued  at  l||f750,000. 

The  imports  at  Quebec  in  1851  greatly  exceed  those  of  any  former 
year,  and  the  whole  business  of  the  port,  import  and  export,  for  the 
past  year,  probably  equalled  its  best  ones  when  under  the  protective 
policy  of  tne  mother  country. 

In  order,  however,  to  present  the  sea-trade  of  Canada,  it  becomes 
necessary  to  treat  Quebec  and  Montreal  as  one  port.  The  value  of  the 
exports  of  Quebec  is  generally  more  than  double  those  of  Montreal, 
while  the  imports  of  the  latter  are  double  those  of  Quebec.  This  latter 
diflerence  is  sensibly  lessening  in  favor  of  Quebec,  as  that  city  is  now 
becoming  the  point  of  transhipment  for  goods  in  transit  to  western 
States,  which  will  relatively  greatly  increase  the  value  of  her  imports; 
while,  as  she  will  always  be  tne  timber-mart,  no  corresponding  decline 
of  her  exports  is  to  be  anticipated.  Ships  of  the  largest  burden  are 
brought  up  to  Quebec  by  the  tide ;  but  the  approach  to  Montreal  is 
limited  by  the  shallowness  of  water  in  Lake  St.  Peter,  giving  at  low 
w-ater  only  thirteen  feet,  and  is  burdened  with  a  towage  against  \k  | 
current  of  the  river.  The  work  of  deepening  Lake  St.  Peter  is  now  in 
progress,  with  fair  prospects  of  success,  and  in  another  year  or  two  i 
vessels  drawing  fifteen  feet  water  may  come  to  Montreal 

Vessels  loading  at  Montreal  are  frequently  obliged  to  lighter  a  por- 
tion of  their  cargo  through  the  lake,  and  are,  therefore,  recleared  at  I 
Quebec.     Again,  imports  in  the  large  ships  which  stop  at  Quebec  are 
lightered  up  to  Montreal;  thus  rendering  it  almost  impossible  to  sepa- 
rate the  commerce  of  the  two  ports. 

Again,  by  means  of  the  ship-canals,  the  inland  lake  and  river  ports  I 
of  Canada  carry  on  a  direct  trade  by  sea;  and,  although  the  regulations 
require  their  exports  to  be  reported  at  tide-water,  their  direct  imports 
are  not  noticed  at  Montreal  or  Quebec,  but  are  passed  up  under  a 
"frontier  bond}"  and  entered  at  the  port  of  destination. 


The  ton 


1850. 
1851. 


S.  Doc.  112. 


4S1 


eludes  transit 


In  the  follovrinff  >»iatrrn(>nt  the  imports  in  tniiisit  tcnr  tlio  United  States 
and  those  under  frontier  bond  lor  Upper  Cunuda  port4  tire  included: 

Grou  trade  of  ports  of  Montreal  and  Quebec. — Ltijiorts  and  exitorti,  1S61. 


Imports  at  Quebec,. .  .$4,091,204 
Imports  at  Montreal. . .  9,177,164 
Imports  direct  per  in- 
land ports,  not  report- 
edelsewhere 3,144,310 


Total  impi>rts  at  and 
through  Montreal  and 
Quebec «16,412,084 


Exports  from  Quebec .  $6,023,988 
ExjMirtH  from  Montreal  2,603,916 
£x{N)rtB    from    inland         .  ^ 

ports  direct,  not  re- 

ijorted  elsewhere ....  4,613 

lotal  exjKHts  by  sea 

and  inland  navigation  8,132,416 


which  makes  the  cross  value  of  the  export  and  import-trade  of  Mon- 
treal and  Quebec  ior  1861  amount  to  $24,646,100. 

Shijf-bvilding. 

There  are  in  Quebec  about  twenty-five  ship-building  establishments, 
and  eight  or  ten  floating  docks,  capable  of  receiving  largest-class  ves- 
sels. The  class  of  vessels  built  range  from  500  to  1,600  tons  and  up- 
wards, and  there  has  been  lately  established  a  resident  "  Lloyds  sur- 
veyor," to  inspect  and  class  the  ships. 

The  average  cost  is  as  follows : 

Hull  and  spars $22  to  $30  per  ton. 

Complete  for  sea 32  to    40       ♦♦ 

The  number  built  were,  in 

Total  tOM. 


1848,  24  square-rigged,  18,687  tons,  ^ 


1849,  28 

1860,  32 

1861,  40 


<« 


23,828  " 
29,184  " 
38,909  " 


C  19,909 

and  smaller  craft,  J  24,396 

making,  in  all,    ]  30,387 

I  40,667 


I 


n.      J  I 


Trade  and  tonnage. 
The  tonnage  cleared  outward  to  the  lower  colonies  was : 


Year. 

Quebec. 

Montreal. 

Total. 

1850 

10,021 
12,688 

8,624 
9,819 

18,646 

1851 

22,407 

''^^muMOmuu^etfitfn- 


422 


S   Doc.  112. 


ij: 


-  The  value  of  exports  to  the  colonies  by  sea,  and  via  the  United 
States,  and  imports  therefrom,  has  progressed  as  follows  : 


Year. 


1849. 
1850. 
1851. 


Exported  by  B«a. 


$116,581 
202,194 
241,791 


Exported  in  bond, 
via  the  U.  S. 


$32,359 

68,487 
119,353 


Total  value  of 
exports. 


$148,940 
260,681 
361,144 


Total  Take  of 
iniporta. 


$48,917 

96,404 

124,350 


The  following  is  a  summary  statement  of  the  sea  and  inland  trade 
of  Canada,  contracted  for  1851 : 


^ .,       .               IVrORTS. 

KXPORTS. 

Total  imports. 

Sea. 

Inland. 

Sea. 

Inland. 

Total  exportj. 

$15,324,348 

$8,681,680 

$8,081,840 

$3,359,888 

$24,006,028 

$11,341,728 

Inland  exports,  $3,259,888;  imports,  $8,681,680.     Total,  $11,941,568. 
Sea  exports,  $8,081,840;  imports,  $15,324,348.     Total,  $23,406,188. 

The  exports  inland  are  taken  from  the  imports  at  United  States  cus- 
tom-houses. This  makes  the  reported  value  of  the  sea  nearly  double 
that  of  the  inland  trade,  and  makes  the  gross  trade  of  Canada,  or  the 
value  of  her  exports  and  imports  for  1851,  amount  to  $35,347,756,  of 
which  $24,000,000  are  imports,  and  only  $11,000,000  exports.  In  the 
exports  there  should  be  included  the  value  of  ships  built  for  ssde  at 
Quebec,  at  least  $1,000,000  more  in  1851,  and  for  undervaluation  of 
exports  inland  a  much  larger  sum ;  so  that  a  full  estimate  of  the  gross 
trade  of  Canada  for  1851  will  not  fall  short  of  a  value  of  forty  mil- 
lions of  dollars. 

The  published  Canadian  returns  for  1850  contain  no  statement, 
either  of  imports  in  transitu  for  the  United  States,  or  those  which  pass 
up  under  frontier  bond.  There  are,  therefore,  no  means  of  comparing 
tne  above  statement  with  former  years.  It  has  been  shown  heretofore 
that,  in  the  staple  of  wheat  and  flour,  there  has  been  a  marked  gain 
by  the  sea  at  the  expense  of  the  inland  trade ;  yet  the  importation 
inland  has  sensibly  increased  over  that  of  1850. 

The  imports  entered  at  inland  ports,  compared  with  those  entered  at 
Montreal  and  Quebec,  were  as  follows  : 


S.   Doc.  112. 


423 


liose  entered  at 


Porta. 

1849. 

1850. 

1851. 

Montreal  and  Quebec 

Inland  Dorts ........... 

$6,522,232 
5,491,336 

$8,931,868 
8,050,200 

$12,552,780 
10,697,660 

Total 

12,013,668 

16,982,068 

23,250,440 

The  value  of  imports  from  the  colonies  and  "  other  foreign  coun- 
tries" was  as  follows: 


inland  trade   I 


Year. 


1849 
1850 
1851 


Colonic!. 


$195,668 
385,616 
497,400 


Other  foreign 
coontriei. 


Total. 


$167,296 
365.216 
939,976 


$362,964 

750,832 

1,437,376 


Much  of  the  imports  returned  as  "from  other  foreign  countries"  is 
made  through  the  British  North  American  colonies.  The  rapid  increase 
of  thf  former  is,  in  a  great  measure,  due  to  the  trade  with  the  latter. 
Sugars,  &c.,  the  growth  of  the  Spani.sh  West  Indies,  purchased  in 
Halifax,  are  reported  from  "  other  foreign  countries,"  in  order  to  pass 
the  lower  invoice. 

The  arrival  of  foreign  vessels  at  Quebec  in  1850  and  1851,  the  only 
two  years  in  which  they  have  been  permitted  to  carry  to  England,  has 
been  as  follows : 

1850.  1851. 

Norway 45  vessels.  47  vessels. 

United  States 24      do.  35     do. 

Prussia 19      do.  21     do. 

Russia 3      do.  8     do. 

Sweden 1      do.  3     do. 

Mecklenburg 0      do.  2     do. 

Hanover 2      do.  1     do. 

Portugal 1      do.  0     do. 

Holland 1      do.  0     do. 

96     do.,  117     do., 

(making  37,554  tons.)       (making  50,716  tons.) 

The  abundance  of  freight  in  the  shape  of  lumber  at  Quebec,  guar- 
anteeing a  full  cargo  outward  to  every  vessel  entering  the  port,  must 
produce  its  effect  on  inward  freights.  More  than  three-fourths  of  the 
inward  tonnage  are  now  empty  ;  but  in  railroad  iron,  salt,  and  coal,  the 


*!       'ii 


4SU 


S.  Doc.  11!^. 


i' 


*f 


'I    r  .■  . ! 


h*- 


if -I 


imports  are  rapidly  increasing  since  the  completion  of  the  canals  has 
let  down  lake  vessels  to  carry  these  articles  inland.  The  present  reg- 
ulations  prevent  American  vessels  from  descending  below  Montreal, 
and  are  mjurious  to  this  commerce. 

Port  of  Montreal. 

Latitude  45°  31'  north,  longitude  73°  35'  west ;  population  in  1851, 
67,716. 

This  city,  at  the  head  of  sea  navigation  proper,  is  the  most  populous 
in  British  North  America.  Although  not  accessible  (like  Quebec)  to  the 
largest  class  of  shipping,  its  position  for  a  varied  and  extensive  com- 
merce is  more  commanding,  masmuch  as  it  is  the  centre  of  a  more  fer- 
tile  area,  more  numerous  approaches,  and  possesses  within  itself  every 
requisite  for  the  support  of  a  large  population. 

Montreal  is  picturesquely  situated  at  the  foot  of  the  "  Royal  moun- 
tain," from  which  it  takes  its  name,  upon  a  large  island,  at  the  con- 
fluence of  the  Ottawa  and  St.  Lawrence,  which,  both  in  fertility  and 
cultivation,  is  justly  considered  the  garden  of  Canada  East. 

The  main  branch  of  the  Ottawa,  which  is  the  timber  highway  to 
Quebec,  passes  north  of  Montreal  island,  and  enters  the  St.  Lawrence 
about  eighteen  miles  below  the  city.  About  one-third  of  its  waters  are, 
however,  discharged  into  Lake  St.  Louis,  and  joining,  but  not  ming- 
ling, at  Caughnawaga,  the  two  distinct  bodies  pass  over  the  Sault  St. 
Louis  and  the  Norman  rapids — the  dark  waters  of  the  Ottawa  washing 
the  quays  of  Montreal,  while  the  blue  St.  Lawrence  occupies  the  other 
shore ;  nor  do  they  lose  their  distinctive  chaiacter  until  they  are  several 
miles  below  Montreal. 

The  quays  of  Montreal  are  unsurpassed  by  those  of  any  city  in 
America :  built  of  solid  limestone,  and  uniting  with  the  locks  and  cut- 
stone  wharves  of  the  Lachine  canal,  thev  present,  for  several  miles,  a 
display  of  continuous  masonry  which  has  few  parallels.  Like  the 
levees  of  the  Ohio  and  Mississippi,  no  unsightly  wmehouses  disfigure  the 
river-side.  A  broad  terrace,  faced  with  gray  limestone,  the  parapets 
of  which  are  surmounted  with  a  substantial  iron  raihng,  divides  the 
city  I'rom  the  river  throughout  its  whole  extent. 

This  arrangement,  as  well  as  the  substantial  character  of  the  quays, 
is  a  virtue  of  necessity,  arising  from  remarkable  local  phenomena. 
Montreal  being  the  terminus  of  many  miles  of  broken  water,  embracing 
the  rapids  of  the  St.  Lawrence,  an  extraordinary  quantity  of  "anchor" 
and  "  Dondage"  ice  is  brought  down  on  the  approach  of  winter,  which 
is  first  arrested  at  the  delta  entering  Lake  St.  Peter,  forty  miles  below 
the  city.  The  surface  here,  being  covered  by  arrested  ice,  is  quickly 
solidified,  against  which  the  ceaseless  flood  of  coming  ice  is  checked, 
drawn  under,  and  finally  arrested,  until  the  whole  river,  for  a  distance 
of  fifty  miles,  or  more,  is  filled  with  ice,  (as  logs  fill  the  boom  in  a 
mill-pond,)  but  packed,  and  jammed,  and  forced  under,  so  as  to  oc- 
cupy a  considerable  portion  of  the  water-way  of  the  river,  which  there- 
upon commences  to  rise  in  order  to  increase  its  area  of  discharge. 
The  winter  level  of  water  in  Montreal  harbor  remains  permanently  at 
a  point  some  ten  or  fifteen  feet  above  the  summer  one,  covering  the 


S   Doc.  113. 


425 


n   7Mm 


ybarves,  which  are  invisible  until  the  departure  of  tlie  ice.  When  the 
Lverhas  become  sufficiently  elevated  to  secure  a  passage  for  its  waters, 
Ue  floating  masses  on  its  surface  are  firmly  bound  together,  presenting 
Le  rugged  aspect  of  a  quarry;  and,  after  several  convulsive  throes,  the 
Urface  attains  a  state  of  rest.  The  advent  of  spring  again  breaks  the 
calm,  when,  after  some  magnificent  displays  of  hydraulic  pressure, 
the  ice  departs  en  masse,  and  in  twenty-four  hours  the  navigation  is  re- 
|iiiiiied. 

It  is  while  settling  to  rest  for  the  winter,  and  when  "waking  up"  on 
I  ttie  approach  of  spring,  that  the  majestic  phenomenon  of  an  "ice-shove" 
is  seen.  During  the  elevation  of  the  vast  volume  of  the  St.  Lawrence 
some  ten  or  fifteen  feet  and  its  return  again  to  its  bed,  momentary  ar- 
Irestations  of  both  floating  and  submerged  ice  take  place,  when  the  river 
I  above  instantly  rises  until  a  "head"  of  water  is  accumulated  which  is 
I  tearfully  irresistible.  The  solid  crust  of  ice  on  the  surface,  two  or 
I  three  feet  in  thickness,  is  summarily  and  suddenly  lifted  and  forced 
riulitand  left;  a  field  of  ice,  perhaps  of  several  square  miles  in  area,  is 
Isetin  motion,  and,  crushing  against  the  unyielding  quays,  is  forced  up- 
Iward,  until  it  is  piled  "  mountains  high"  on  the  terrace  in  front  of  the 
[city.  No  warehouses  can  be  erected  on  the  water's  edge  without  first 
Iplacing  an  effectual  barrier  between  them  and  the  moving  ice ;  and  no 
Icraft  of  any  description  can  be  laid  up  for  the  winter  in  this  harbor, 
Iwhioh  presents  the  unique  spectacle  of  a  thriving  seaport,  in  which,  for 
JDearly  five  months,  not  a  spar  is  to  be  seen. 

Montreal  occupies  the  centre  of  an  extensive  plain,  cut  in  every  di- 
Ireclion  by  the  St.  Lawrence  and  Ottawa,  with  their  tributaries,  form- 
er several  large  and  fertile  islards  c*  ntiguous  to  the  main  one  occupied 
Iby  the  city.     This  plain,  althcu^c'!  r  arly  one  thousand  miles  by  the 
Iriver  from  the  Atlantic,  is  scari.A.r    elevated  one  hundred  feet  above 
lide-water,  and,  in  the  words  of  the  provincial  geologist,  "  constitutes 
jthe  valley  proper  of  the  St.  Lawrence,  occupying  a  breadth  of  forty 
Imiles;  the  nature  of  the  materials  of  which  it  is  composed  (a  deep  and 
highly  levigated  deposite  of  argillaceous,  arenaceous,  and  calcareous 
natter)  rendering  it  impossible  to  conceive  of  a  region  more  fitted  for 
he  purposes  of  agriculture." 
The  sea  tonnage  of  the  port  of  Montreal  was — 


* 


Year. 

Inward. 

Outward. 

Number. 

Ton*. 

Men. 

Number. 

Tons. 

Men. 

IS50 

211 
231 

46,156 
55,6^0 

1,944 
2,181 

207 
245 

45,954 
56,998 

1,914 

1S51 

2,254 

The  aggregate  tonnage  at  Montreal  and  Quebec  is  greater  than  the 
vhole  tonnage  outward  by  sea,  because  vessels  partly  laden  at  Mon- 


H- 


■'}' 


1; 


426 


S.  Doc.  112. 


treal  are  recleared  at  Quebec.     The  above  return  refers  only  to  ve» 
sets  from  and  to  sea. 

The  tonnage  of  the  port,  registered  under  the  imperial  act,  con 
prises  175  vessels,  making  20,000  tons. 

The  progressive  value  of  imports  and  duties  collected  is — 


Year. 


1848 
1849 
1850 
1851 


$5,926,673 
6,183,892 
7,172,792 
9,179,224 


Dutiet. 


$661,9161 

767,4041 
l»032,6.36l 

1,256,760| 


A  new  tariff  came  into  operation  on  the  26th  of  April,  1849,  in- 1 

creasing  the  duties  an  average  of  about  thirty  per  cent,  on  former  rates.! 

The  progressive  exports  have  been —  | 


Year 


1848 
1849 
1850 
1861 


By  sea. 


$1,288,244 
1,610,944 
1,768,644 
2,231,500 


Inland. 


$44  496 
90,016 
89,660 

272,416 


Total. 


$1,332,740 

1,700,960 
1,868,204 
2,603,916 


The  mode  of  keeping  the  provincial  returns  does  not  do  justice  citlierl 
to  the  exports  or  imports  of  Montreal.    Imports  landed  here  for  Toronin,  I 
Hamilton,  and  other  inland  ports,  are  not  entered,  but  pass  up  under 
"frontier  bonri,"  and  are  scattered  over  the  inland  ports.    No  aggregate 
accounts  of  these  are  published,  and  their  value  can  only  be  ascer- 
tained at  inland  ports.     The  nominal  value  passed  up  under  these 
"frontier  bonds,"  as  given  at  Montreal  for  1861,  was  $1,806,140.   At  I 
Quebec,  the  value  of  transit  goods,  both  for  foreign  and  domestic  ex- 
port, is  not  ascertained. 

The  exports  do  not  include  produce  lightered  over  the  bar  in  Lake  I 
St.  Peter,  or  the  cargoes  o(  foreign  vessels  which  must  clear  outward 
from  Quebec.    Fifty-three  thousand  barrels  of  flour,  shipped  at  Mon- 
treal, are  therefore  included  in  the  exports  from  Quebec  for  1851.    Tliel 
total  value  thus  tak^n  from  Montreal  for  1851  was  $379,132. 


H.  Doc.  112.  427 

The  following  are  the  countries  imported  from:            *  -  »       r 

ICreat  Britain $7,358,988 

llnited  States 1,081,372 

jjritish  North  American  colonies 252,292 

loiber  foreign  States,  viz:   West  Indies,  France,  Portugal, 
Spain,  Belgium,  Holland,  Sicily,  Spanish  West  Indies, 

and  China 484,513 

Total 9,177,164 


The  trade  between  Montreal  and  the  lower  colonies  is  shown  by 
|the  following  statement  of  the  value  of  imports  and  exports,  and  num- 
Lrof  barrels  of  flour  sent  in: 


1S49.. 
1850. . 

1851.. 


Total  value  of 
imports. 


$129,748 
236,864 

258,200 


Total  value  of 
exports. 


$177,448 
435,736 

480,728 


No.  of  bbls.  of 
flour  exported. 


35,082 
77,461 

90,089 


Remarks. 


1 


2,621  in  foreign  vessels, 
and  therefore  cleared 
from  Quebec. 


The  exports  for  1851,  being  all  cleared  outward,  are  much  greater 
[than  in  any  former  year;  but  the  imports  of  1843  and  1844  were 
jgreater,  because  at  that  time  all  imports  for  Upper  Canada  were 
[entered  inward  at  Montreal,  but,  since  the  opening  of  the  St.  Lawrence 
[canals,  a  great  portion  of  these  pass  upwards,  and  are  credited  to  the 
[ilifTerent  inland  ports. 

The  trade  between  Montreal  and  the  United  States  is  divided  with 
[the  frontier  ports  of  St.  John  and  Rouse's  Point,  on  Lake  Champlain, 

nd  cannot  be  separated. 

The  imports  entered  at  Montreal  and  St.  John  from  the  United 
I  States  were : 


Year. 

Montreal. 

St.  John. 

Total  currency. 

Total  dollars. 

1849 

$532,292 

772,104 

1,081,372 

$1,213,640 
1,477,784 
1,947,452 

^436,483 
562,472 
757,206 

1,745,932 

1850 

2,249,888 

1851 

3,028,824 

1« 

<  * 

'H<'  ^ 


49B 

The  exports  were : 


S.  Doc.  112. 


Year. 


1849 
1850 
1861 


Montreal. 


$90,01G 
89,660 

272,416 


St.  John. 


$966,028 

1,214,830 

906,276 


Total  currenejr. 


^261,261 
320,349 
294,423 


Total  JoIUn, 


1,046,04  J 
l,306,39d 

l,177,G<ld 


Tlie  active 
Lseen  jronr 
Ltvard  in  1 


llinm,  American 
^eun,  British . 

[  American . . 

^Britioii-- 

Total  L 


The  compj 


The  change  here  shown  in  the  exports  at  St.  John  was  causcM^ - 
chiefly  by  the  movement  of  timber  and  lumber.     Large  quantities,  ii|    jotal 
1850,  went  to  the  Hudson  river  market  through  Lake  Champlain;  but, 
in  1861,  the  Quebec  market  was  the  most  profitublc,  and  thither 
shipments  tended. 

Ldand  porti. 

The  trade  of  the  inland  ports  is  somewhat  complicated  by  the  man 
ner  of  making  the  imports.  The.se  consist  of  four  classes,  viz :  Jm. 
ports  purchased  in  the  United  States.  2.  Imports  imported  in  bondj 
through  the  United  States.  3.  Imports  by  sea,  via  Montreal  an! 
Quebec,  under  frontier  bond ;  and  lastly/imports,  coastwise,  of  purchasei 
in  Montreal  and  Quebec,  of  which  no  account  is  kept.  The  value  ol 
impoits,  as  shown  by  the  custom-house,  gives  an  indication  ofthel 
direct  trade  only ;  none  of  the  importance  of  the  consumption  of  the 
port. 

There  are  about  sixty-eight  inland  ports,  of  which  about  thirty  are 
warehousing  ones.  Of  these  the  trade  of  tlie  greater  number  is  ex-l 
clusively  with  the  United  States,  either  in  domestic  or  bonded  articles, 
But  the  more  unportant  lake  ports  are  rapidly  establishing  a  directl 
trade  by  sea  with  the  gulf  ports  and  the  lower  colonies,  and  very 
probably  will  soon  engage  in  the  fisheries,  for  which  they  can  fit  out 
and  provision  at  the  cheapest  rates. 

As  the  trade  between  Canada  and  the  United  States  is  almost  wholly 
conducted  through  the  inland  ports,  a  summary  of  that  trade  is  here 
given.  The  imports,  as  shown  by  the  custom-houses  of  each  countr)-, 
are  taken  as  the  true  measure  of  the  exports  of  the  other. 

The  following  statement  shows  the  imports  from,  and  exports  to, 
Canada  for  the  year  1851 : 


1849. 
1350. 
1851. 


baporti. 


Duty-paying 

In  bond 

Free 

Total. . 


Amount. 


$1,624,462 

1,693,324 

94,464 


3,312,260 


Export*. 


Domestic 

Foreign  under  bond  > 
Do.  not  under  bond  ) 


Total. 


Amount 


$6,495,8 
3,440,3631 


8,936,2'3<; 


The  decrei 
bcreased  qu? 

The  princi 
er,  cattle  an 

The  princi 
naiiufactures 
ait,  India-ru 

Of  the  im 

Qd,  so  that 
kbout  $1,600 
liulies  were  1 
Canada  for  1 
^iacluding  bo 

The  relati^ 
eading  inlao 


icy. 


U 
19 
23 


ToUIdoIlui. 


1.045,041 

l,306,3fjfl 
1.177,093 


ohn  was  caused 

rge  quantities,  in 

Champlain;but, 

t  and  thither  al 


S.  Doc.  113. 


429 


,  Tlic  active  intercourse  between  Canada  and  the  United  States  may 
Lseen  from  the  following  statement  of  the  tonnage  inward  and 
Ijotvard  in  1861 : 


Inward. 

Outward. 

Totals. 

American. 

Britkh. 

American. 

Britbh. 

Inward. 

Outward. 

LtAin     ..■•  ••■■  ••>> 

1,3S4,533 
139,867 

845,589 
902,039 

753,318 
153,670 

564,089 
206,361 

2,070,112 
341,906 

1,317,407 

tf 

Totiil 

360,031 

1,364,390 

1,047,628 

iWDjtlOO 

770,450 

2,412,028 

1,677,438 

K^'W. 


Imtard  and  outward. 


n,American 1,977,841  )  t^ioreiQ 

S,ani,Briti8h 1,409,678^  J,J»7,&1» 

,  American 293,537  \  701  017 

408,400$  '"*•*''" 


LBriciali. 


Total  inward  and  outward,  tons 4,089,456 


The  comparative  values  of  exports  and  imports  have  been — 


ited  by  the  manJ 
lasses,  viz :  ImJ 
mported  in  bond 
ia  Montreal  ani 
i^ise,  of  purchase^ 
t.  The  value  ofl 
indication  of  the! 
nsumption  of  thel 

about  thirty  areP  ^*"' 

er  number  IS  ex- 
bonded  articles. 

Wishing  a  directL 

lonies,  and  veiyB^JJ 

they  can  fit  o«B;!? 

is  almost  whollyl 
bat  trade  is  hcrel 
of  each  countr)! 
;her. 
I  and  exports  toJ 


■■-    I 


Imports  from 
Canada. 


$3,582,059 
4,513,796 
3,312,250 


Exports  to 
Canada. 


$4,971,420 
6,594,860 
8,936,236 


Amount 

$5,495,873 
3,440,363 

•  •  > 

8,936,236 

The  decrease  in  the  imports  from  Canada  has  been  explained  by  the 
bcreased  quantity  which  has  descended  the  St.  Lawrence  to  Montreal. 
The  principal  articles  of  import  from  Canada  are  flour,  wheat,  lum- 
ler,  cattle  and  horses,  oats,  barley  and  rye,  wool,  butter  and  eggs. 
The  principal  exports  to  Canada  are  tea,  tobacco,  cotton  and  woollen 
naiiufactures,  hardware,  sugars,  leather  and  its  manufactures,  coflee, 
lalt,  India-rubber  goods,  bides,  machinery,  fruits,  and  wooden-ware. 
Of  the  imports  from  Canada  $1,593,324  worth  were  received  in 
f«nd,  so  that  the  value  of  Canada  produce  whicb  paid  duty  was  only 
kbout  $1,600,000,  while  that  of  domestic  export  to  Canada,  on  which 
iuties  were  levied,  was  $5,495,873.    The  duty  levied  on  imports  from 
Canada  for  1851  was  $373,496,  while  that  levied  on  exports  to  Canada 
■including  bonded  goods)  amounted  to  $1,190,956. 
The  relative  trade  with  the  United  States  and  other  countries,  at  the 
:  inland  ports,  was  as  follows  in  1851 : 


K  'C*  .■<■ 


rv 
■f 


■»■!;■" 
If/ 


*i. 


t 


n- 


480 


a  Doc.  112. 


'i.uf  fj; 


Port. 


t'  i< 


Population 
in  1651. 


Toronto. . 
Hamilton. 
St.  John  . 
Kingston . 
Stanley  . . 
Brockville , 
Prescott... 
Oakville  ., 
Cobour^  . , 


30,776 

14,112 

3,215 

11,685 


3,246 
2,146 


3,871 


Total  value  of  im- 
porta  from  all 
parta. 


$2,601,932 

2,198,300 

1,948,460 

1,026,292 

292,636 

239,712 

122,462 

212,844 

142,376 


From  the  United  St«t«i. 


Value. 


$1,626,620 

1,049,766 

1,774,696 

915,912 

284,872 

164,768 

106,936 

42,676 

126,464 


Duty  collected.  I 


S235,7s| 

165,121 

244,4f)l 

62,58J 

47,23} 

28,03J 

ll,3lj 

6,2SJ 

I3,94d 


The  progress  of  the  inland  ports  is  shown  by  the  values  on  impon 
for  the  following  years : 


Porta. 


Toronto . , 
Hamilton  , 
St.  John.. 
King.ston  . 
Stanley . . 
Brockville 
Oakville. . 
Cobourg . . 


1848. 


$788,900 

941,380 

1,106,692 

303,788 

151,608 

106,228 

27,660 

52,268 


1849. 


$1,316,462 

1,123,024 

1,213,640 

384,044 

166,220 

160,404 

31,076 

68,424 


1850. 


$2,638,888 

1,683,132 

1,477,784 

499,040 

208,462 

231,940 

41,664 

87,244 


1651. 


$2,601,9321 

2,198,300| 

1,948,4601 

1,026,4921 

292,6361 

239,7121 

212,8441 

142,371) 


1  I 


The  principal  inland  ports  upon  Lake  Erie  are  Stanley,  Dover, I 
DunnviUe,  Sarina,  and  Sandwich;  on  Ontario,  Toronto,  Hamilton,! 
Kingston,  Belleville,  Cobourg,  Hope,  Oakville,  and  Whitby;  on  the  St.! 
Lawrence,  Brockville,  Prescott,  and  Gananoque;  and  in  Lower  Canada,! 
St.  John,  Phillipsburg,  and  Stanstead. 

The  population  of  Toronto  has  doubled  in  the  last  ten  years,  andwl 
now  30,000.  Hamilton,  now  containing  14,000,  has  been  equally  pro- 
gressive. The  imports  show  their  commercial  progress  to  have  been 
equally  rapid  ;  ancl  there  can  be  little  doubt  that  in  Upper  Canada  tlie 
export  of  produce,  and  the  import  and  consumption  ol  all  the  substan- 
tial and  necessary  products  of  civilization,  are  as  high,  per  head,  asini 
the  best  agricultural  districts  of  the  United  States. 

There  yet  remains  one  route  of  importation  to  be  noticed,  viz:  vial 
Hudson's  bay  and  Lake  Superior.    Nearly  one-half  of  the  imports  at 
Sault  Ste.  Marie  are  by  this  route.    It  is  impossible  to  say  what  may 


S.  Doc.  112. 


481 


'  United  Stttei. 


I*«y  collected. 


$23.5,7SJ 

165,121 

244.49J 

62,5SJ 

47,231 
2B,mi 
ll,3lj 

I3,94d 


ilues 


on 


impon 


1851. 


188 
32 
84 
40 
62 
40 
64 
44 


$2,601,9321 

2,198,300| 

1,948,460| 

1,026,4921 

292,6361 

239,7121 

212,S44| 

142,3761 


Stanley,  Dover,! 

into,  Hamilton,! 

iitby;on  theSt.! 

Lower  Canada,! 

en  years,  andij 
sen  equally  pro- 
is  to  have  been  I 
per  Canada  the  I 
all  the  substan- 
per  head,  as  in  I 

oticed,  viz:  via 
the  imports  at 
say  what  may 


L  be  done  in  this  qnarter.    The  distance  from  the  shores  of  Superior 

l^tliose  of  Hudson's  bay  is  no  greater  than  that  between  the  Hudson 

Lver,  at  Albany,  and  Lake  Erie,  at  Buffalo ;   and  the  sea-route  to 

Britain  is  shorter  this  way  than  by  the  lakes  and  Montreal,  New  York, 

(orBoston.    A*  the  supplies  and  exports  of  the  Hudson's  Bay  Company 

lire  carried  by  sea ;  and  although  the  season  of  navigation  is  very 

laiited,  yet  it  embraces  an  important  part  of  the  year. 

The  two  following  tables  are  important  as  showing  the  imports  and 

oports  inland: 

c  imjports  (principal  articles)  into  Canada  from  the  United  Statu 

in  1851. 


ITea 

iTobacco 

|Cotton  manufactures  . 

jWoollen  ...  do. . 

|Hardware..do 

IWooden-ware 

JMacbineiy 

|6oots  and  shoes 

JLeather  manufactures 

iHides 

JLeather  (tanned) 

jOil  (not  palm) 

jPaper 

[Rice 

ISugar 

iMoIasses 

[Salt 

iGlass 

ICoal 

JFurs 

|6ilic  manufactures 

llndia  rubber,  do 

iDve-stuffs 

ICoffee 


Fruit 

Fish 

L'nenumerated. 


Total  value  of  dutiable  imports  from  the  United 
States  in  1851 


$893,216 

403,860 

565,124 

446,260 

318,844 

53,724 

85,768 

42,592 

47,388 

89,204 

126,232 

47,804 

32,996 

19,920 

278,460 

19,296 

79,816 

18,828 

38,652 

44,264 

80,768 

53,960 

12,680 

116,988 

81,144 

7,544 

3,922,044 


7,943,384 


482 


S.  Doc.  11*2. 


ri 


Irj'  I. 


h\ 


t^-  i 


c'  I 


Exporti  (principal  artichi)  from  Canada  to  the  United  Statea  in  lS5i  I    '^^^  '"^' 

(ond  to  Ctt 


Article!. 


Ashes barrels . 

Lumber , feet. 

Shingles 

Cuttle,  of  all  kinds  and  sizes head . 

Horses do.. 

Wool jK)unds . 

Wheat bushels . 

Flour barrels. 

Barley  and  rye bushels. 

Beans  and  peas do 

Oats do.. , 

Butter cwt. 

Eggs dozens . 

Unenumerated 


Total  value  of  exports  to  United  Slates . 


Quutitj. 


V»lne. 


2,661 

113,416 

12,374 

12,989 

3,747 

163,644 

708,400 

331,978 

146,652 

85,200 

617,405 

3,560 

474,481 


tC5,99 
766,62 
20,73j 
I40,17j 
185,84 
41,89 
491,76 
1,181,4 
76,59 
41,58^ 
136708 
38,00J 
38,0 
1,705,6& 

4,929,084 


The  above  return  is  from  Canadian  customs,  and  exceeds,  in  the! 
gross  value,  the  amount  of  imports  into  the  United  States  from  CanadaJ 
as  shown  by  the  United  States  customs. 

In  concluding  the  notice  of  the  inland  trade,  the  following  lables-l 
showing  the  nature  and  extent  of  the  "  bonded"  export  and  imiwrt  be-j 
tween  Canada  and  other  countries,  made  inland  via  the  United  States,! 
under  the  "  drawback  law" — are  submitted : 

Statement  showing  Canadian  produce,  SfC.,  received  in  hand  at  New  Yorl\ 

and  Boston  in  1861. 


Articloi. 


Flonr  . .  .barrels. . . . 

Wheat . .  bushels 

^  J  barrels.... 
^^       (  cases 

(  kegs 

Butter  <  tubs 

(  barrels 

Wine pipes 

i  cases  

Furs . .  <  puncheonR . 

(  casks  

Peas  ^ ''""■*'''■  •-• 
*^®"--^  bushels.... 

Unenumerated 

Value 


New  York. 


Quantity. 


250,352 

712,403 

2.600 

6 

1,^0 

23 

1 

151 

13 

3 

3 

2,521 

5,641 


Value. 


$846,814 
481,213 

\     62,562 

>  8,791  j 
7,631 

>  6,347 

5,651 

8,084 


1,427,093 


Boston. 


Quantity. 


28,763 
15,030 

151 

1,069 
kegs  &  tubs 


2,815 


Value. 


$96,256 

8,628 

2,621 
7,466 


1,082 
3,488 


119,441 


Total  valut, 


$1,546^ 


Dry  goods. 
Railroad  iro 
Sugars. . . 
Books.  •  •  • 
Preserved 

Wine 

Hardware . 
Jewelry . . , 

Hides 

Leather  mar 
Silks. . . . 
Cigars . . . 
Unenunierat 

Total. 


The  great 
jthe  exports  I 
I  articles  of  b( 
Iflour  receive( 


Tew. 


m 

m 

Total... 


Stntei  in  ISSi.j 


ty. 

Vtlae. 

$1 

105,99* 

L6 

766,6? 

H 

20,73 

i9 

140,17 

17 

185,84 

14 

41,S» 

JO 

491,7& 

rs 

1,181,4& 

52 

76,.59 

)0 

41,58 

)5 

13670 

30 

38,00 

n 

38,00 

■  •  «  ■ 

1,705,6& 

■  ■  •  • 

4,929,0.^ 

I  exceeds,  in  the! 
tes  from  CanudaJ 

)llowing  tables-l 
t  and  imj)ori  be-l 
le  United  States,! 

md  at  New  Ymn 


Total  valoe. 

lue. 

6,256 

8,628 

9,691 
7,466 

1,082 

3,488 

>,441 

$1,546^ 

S.  Doc.  112. 


488 


The  fullnwlng  tUitcment  iihowii  the  vuluo  of  goodd  transported  in 
I  gond  tu  Cunudu  from  the  Miiinc  porta : 


Artlelei. 


Pry  goods 

Railroad  iron '. 

Sugars 

Books ._ 

Preserved  fruit 

Wine 

Hardware 

Jeweliy ■ 

Hides 

Leather  manufactures 

Silks 

Cigars 

Unenunierated 

Total 


VALUI   FROM 


Kow  Yurk. 


$00,943 

108,634 

107,049 

20,306 

27,770 

16,820 

19,516 

2,256 

16,029 

13,103 

16,206 

19,007 

116,644 


648,142 


Boston. 


$518,657 


9,075 
930 


16,709 

28,046 

3,162 

660 

338 
13,388 


Total  TtlM. 


$686,499 

108,634 

107,049 

^3,381 

28,712 

15,820 

36,226 

30,301 

19,191 

13,718 

16,206 

19,346 

128,932 


690,771 


1,138,913 


The  greater  value  of  the  imports  is  made  througli  Boston ;  but  of 
Ithe  exports  through  New  York.  Wheat  and  flour  iorm  the  principal 
larticles  of  bonded  export.  Tiic  following  shows  Canadian  wheat  and. 
Iflour  received  and  exported  at  New  York  lor  the  last  three  years : 


Tear. 


P849 

0850 

11851 

Total... 


BocoWed. 


Wheat. 


Quantity 


Buthdt. 
3iJ0,574 
723,553 
718,403 


1,766,530 


Value. 


Quantity, 


#939,950 
504,715 
481,913 


1,918,178 


Flour. 


Baml$ 
910,452 
989,98( 
960,352 


743,084 


Value. 


$777,416 

1,036,918 

846,814 


9,060,448 


Exported. 


Wheat. 


Quantity. 


Bushds. 
997,730 
667,139 
613,842 


1,478,704 


Value. 


Quantity. 


$216,369 
475,311 
349,934 


1,040,914 


Flour. 


Value. 


Barrds, 
906,3431767,891 


259,037 
175,349 


966,649 
602,684 


89 


633,7998,337,194. 


.*«■■ 


m 


ffi 


4ti 


S.  Doc.  112. 

Tot€tls  in  three  yean. 


ArticlM. 


Whmt,  buheU . 
Flour,  barrel!  . . 


{ 


Value. 


RoceWed. 


Quantitj. 


Value. 


743,084 


•1,318,178 

2,060,448 


3,878,626 


Exported. 


Quaatltj. 


1,478,704 
033,738 


Value. 


11.040^14 

3,378^1 


The  following  returns,  until  1849,  include  the  export  to  Canada;  aAerl 
vhich'a  separate  account  with  Canada  was  kept,  and  the  last  three! 
years  refer  only  to  the  lower  colonies.  It  will  oe  observed  that  sjncel 
1849  the  "domestic"  export  has  decreased,  while  the  " foreign"  (ihutj 
is,  Canada  flour  in  bond)  has  increased.  Thus  it  will  be  seen  that  inl 
1849  the  United  States  furnished  for  the  consumption  of  the  lowerl 
colonies  more  than  three  times  the  quantity  of  flour  furnished  byl 
Canada,  and  that  in  two  ^ears  thereafter  Canadian  f7our  gained  thel 
ascendency;  but,  taking  wheat  and  flour  collectively,  the  supply ofl 
breadstufls  is  about  equally  divided  between  the  two  countries: 

Export  of  flour  and  wheat  from  the  United  States  to  the  British  Nom 

American  Colonies. 


J  ;ii  -  ■ 


.f; 


Tear  ending 

Domeado 

Foreign,  (from  Canada.) 

Total  ezporto. 

June  30. 

'.V 

Flour,  bbls. 

Wheat,buth. 

Flour,  bbla. 

Wheat,  buih. 

Flour,  bbls. 

Wheat,lH4 

1846 

310,091 
272,299 
274,206 
294,891 
214,934 
200,664 

646,068 
919,058 
309,789 
305,383 
198,319 
216,971 

310,091 
272,299 
281,660 
299,202 
264,667 
280,470 

545,063 
919,058 
312,492 
305,383 
223,251 
341,230 

1847 

1848 

1849 

1860 

1851 

7,064 

4,311 

39,723 

79,806 

2,703 

'24,V3'2 
24,269 

i-»                 1 

*■ 

;.-.    ,t 


Ixport«d. 

Vdtte. 

)4 
B 

•1,040^14 
8,337,1W 

•  •  •  • 

3,378,038 

',he  Britiih  Nm 


a  Doe.  113.  4U 

fpMparad've  export  of  Canadian  and  American  flour  to  tht  lower  coloniet. 


f  etf  eudiiig  June  30. 


1646 

1847 
1848 
1S49 
1850 
1851 


American. 


Flour. 


Barrtlt. 
310,091 
272,299 
274,206 
294,891 
214,934 
200,664 


CanadUn. 


Flour  bjr  tea.* 


Barrdi. 
36,152 
06,195 
65,834 
79,492 
140,872 
154,706 


Bouniled  via 
United  Statei.t 


Barrtls, 


7,454 

4,311 

39,723 

79,806 


Total. 


Taken  by  lower 
ooloniei. 


Baml$. 
345,243 
338,494 
347,594 
378,694 
394,429 
435,236 


'  Year  ending  December  31. 


t  Year  ending  June  30. 


Having  noticed  the  sea  and  inland  trade  separately*  a  summary  and 
comparative  statement  of  the  trade  of  Canada  with  all  countries  for  the 
last  three  years  is  submitted.  The  value  of  exports  .to  the  United 
States  for  1851  is  here  taken  from  Canadian  returns,  in  order  to  com- 
pare with  the  like  values  of  1849  and  1850,  which  were  taken  from  the 
same  source. 

Note. — From  ninth  line  on  page  32,  read  thus : 

The  canal  tolls  levied  by  the  State  of  New  York  on  Canadian  pro- 
I  duce  passing  through  her  canals  toward  tide-water,  amounted  in  two 
years,  1860  and  1851,  as  near  as  could  be  ascertained,  to  over  six  hun- 
dred thousand  dollars ;  and  property  passing  through  the  same  channels 
from  tide-water,  for  the  same  period,  probably  paid  half  as  much  more ; 
making  about  four  hundred  and  fifty  thousand  dollars  annually  con- 
Itributed  by  the  Canadian  trade  to  New  York  canals.  ;. 


r-'t~  ..  ...  C^.'  ■    'V*'"'.  !  .■' 


in 
f   H 


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496 


S.  Doc.  11*3, 


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Is 


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I 


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igs 


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sis 


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s. 


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with  whic 
$38,200,2^ 

There  h 
importanc( 
Lake  Ont; 
canals  of 
aggregate 
feet  in  len 
excavated 
on  the  wat 
From  Li 
thirty  feet  i 
about  thirt; 
sk  and  a  h 
locks  will  ] 
on  the  St.  1 
The  tota 
lions  of  dol 
The  St. 
are  require 
magnitude 
locks  is  not 
seven  feet  ^ 
Ontario  in  t 
without  pas 
obstacles  pi 
ment  are  al 
ten  feet  wa 
the  river,  k 
The  time 
of  Lake  O 
have  range 
'lour,  to  t\v( 
'ibout  sixty 
'i>r  heavy  gi 
Montreal  tc 
cargo  of  floi 
These  rai 


Ig 

§ 

Q  rt 

$ 

^■■M" 

m 

s 

U 

1 

fH 

01 

Si 

% 

3S 

S 

"«•  1-1 

o 

fir^ 

^ 

M 

i 

l^^ 

^ 

in.-* 

9 

s< 

et 


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I 

III 
PI 


^ 


a  Doc.  112. 


487 


In  none  of  the  foregoing  imports  is  the  value  of  railroad  iron,  &c., 
biought  via  Quebec,  in  transit  ior  the  United  States,  included.  Neither 
do  the  exports  include  the  value  of  ships  built  at  Quebec  and  sold  in 
England. 

The  value  of  transit  goods  for  the  United  States  in  1851  was    $750,000 
The  value  of  ships  built  for  sale  at  Quebec,  3,900  tons,  at  r 

£9,  ^351,000,... 1,404,000 


2,154,000 

with  which  addition  the  gross  trade  of  Canada  for  1851  amounts  to 
$38,200,256. 


THE  PUBLIC  WORKS  OF  CANADA. 


,,  W>- 


There  is  no  country  which  possesses  canals  of  the  magnitude  and 
importance  of  those  in  Canada.  The  elevation  from  tiile-water  to 
Lake  Ontario  (exceeding  two  hundred  feet)  is  overcome  by  seven 
canals  of  various  lengths,  from  twelve  miles  to  one  mile,  (but  in  the 
aggregate  only  forty-one  miles  of  canal,)  having  locks  two  hundred 
feet  in  length  between  the  gates,  and  fortj'-five  feet  in  width,  with  an 
excavated  trunk,  from  yne  hundred  to  one  hundred  and  forty  wide 
on  the  water-surface  and  a  depth-  of  ten  feet  water. 

From  Lake  Ontario  to  Lake  Erie  an  elevation  of  three  hundred  and 
thirty  feet  is  surmounted  by  a  canal  twenty-eight  miles  in  length,  with 
about  thirty  cut-stone  locks  one  hundred  and  fifty  feet  long,  by  twenty- 
6L\  and  a  half  feet  wide,  designed  for  propellers  and  sail  craft.  These 
locks  will  pass  a  craft  of  about  five  hundred  tons  burden,  while  those 
on  the  St.  Lawrence  have  a  capacity  double  this  amount. 

The  total  cost  of  this  navigation  may  be  set  down  at  twelve  mil- 
lions of  dollars. 

The  St.  Lawrence  canal  was  designed  for  paddle-steamers,  which 
are  required  as  tugs,  or  to  ascend  against  the  current;  but  from  the 
magnitude  of  the  rapids  and  their  regular  inclination,  the  aid  of  the 
locks  is  not  required  in  descending  the  river.  Large  steamers,  drawing 
seven  feet  water,  with  passengers  and  the  mails,  leave  the  foot  of  Lake 
Ontario  in  the  morning,  and  reach  the  wharves  at  Montreal  by  daylight, 
without  passing  through  a  single  lock.  At  some  of  the  rapids  there  are 
obstacles  preventing  the  descent  of  deeply-laden  craft,  but  the  govern- 
ment are  about  to  give  the  main  channel  in  all  the  rapids  a  depth  of 
ten  feet  water,  when  the  \vhole  descending  trade  by  steam  will  keep 
the  river,  leaving  the  canals  to  the  ascending  craft. 

The  time  required  for  the  descent  of  a  freight-steamer  from  the  head 
of  Lake  Ontario  to  Montreal  is  forty-eight  hours ;  the  rates  of  freight 
liave  ranged  from  twelve  and  a  half  cents  (the  lowest)  per  barrel,  for 
flour,  to  twenty-five  cents,  including  tolls.  The  upward  trip  requires 
about  sixty  hours,  and  the  freight  per  ton  ranges  from  $1  50  to  $3 
tiir  heavy  goods.  The  ruling  freight  on  railroad  iron  last  year  from 
Montreal  to  Cleveland  was  $2  50  per  gross  ton,  and  for  the  return 
largo  of  flour  thirty  cents  per  barrel,  tolls  included  in  both  cases. 

These  rates  are  yet  fluctuating,  as  the  long  voyage  is  new,  and  are 


I 

i 


:  .  ■^1 


I' 


ii"^g^yt» 


-■I 


JBw 


POC. 


so  much  influenced  by  the  amount  of  up-cargo  obtained  that  they 
cannot  j'et  be  considered  settled.  It  is  believed  that  the  freight  on 
flour  from  Lake  Erie  to  Montreal  (including  tolls)  will  be  brought  down 
to  twenty  cents,  and  on  iron,  up  to  $2. 

The  construction  of  a  ship-canal  from  the  St.  Lawrence  to  Lake 
Champlain,  so  as  to  bring  the  propellers  of  Chicago  to  Burlington  and 
'Wliitehall,  is  now  engaging  the  consideration  of  the  Canadian  govern- 
ment. This  project  originated  with  the  Hon.  John  Young,  chief 
commissioner  of  public  works  in  Canada ;  and  there  is  little  doubt, 
from  the  favor  it  has  received  from  the  public,  that  it  will  be  speedily 
accomplished.  The  cost  would  only  be  between  $1,500,000  and 
$2,000,000,  and  its  construction  is  indispensable  to  protect  the  rev- 
enues of  the  St.  Lawrence  canals  from  the  competition  of  the  Ogdens- 
burg  railroad.  ,The  construction  of  such  a  work  must  produce  a  cor- 
responding enlargement  of  the  Northern  New  York  canal,  whereupon 
there  will  be  a  connexion  between  Lake  Erie  and  tide-water  on  the 
Hudson,  via  the  St.  Lawrence,  which  may  be  navigated,  without 
transshipment,  downward  in  four,  and  upward  in  five  days. 

The  returns  of  trade  on  the  Canadian  canals  give  indication  of  de- 
cided and  satisfactory  progress  in  the  leading  articles  of  up  and  down- 
freight.  The  receipts  for  tolls  upon  the  Wejjland  canal  in  1851  are 
thirty-three  per  cent,  higher  than  in  1850.  On  the  St.  Lawrence,  al- 
though  tonnage  has  increased,  the  tolls  have  not — the  revenue  beino 
here  reduced  by  a  rebatement  of  toll  on  cargoes  which  have  parsed 
the  Well  and. 

The  following  shows  the  progress  of  leading  articles  of  up  and  do\vn» 
freight  on  the  Welland  canal  in  1850  and  1851 : 

Doim-trade. 


Articles. 


Wheat bushels. 

Corn do.. . 

Flour barrels . 

Coal tons. . 

Hams,  lard,  and  lard  oil pounds. 


1850. 


3,232,986 

4,326,336 

575,920 

1,553,800 

396,420 

525,170 

5,053 

6,462 

3,982,720 

8,485,120 

1851. 


The  increase  is  greater  than  shown  by  these  figures — ^the  column  fm 
1850  being  the  whole  down-trade ;  while  that  for  1851  shows  the  eutriei 
at  Port  Colborne  only — the  whole  down-trade  not  being  attainable. 


Dg  attainable. 


S.  Doc.  112. 

Up-trade. 


499 


Articles. 

• 

1850. 

1851. 

Railroad  ift)n pounds . 

Cast  and  wrought-iron  nails  and 

spikes pounds . 

General  merchandise do. . . 

Sugar,  molasses,  and  coffee,  .do. . . 
Pig  and  scrap  iron do. . . 

• 

75,803,840 

16,486,400 

17,958,080 

7,781,760 

6,648,320 

156,784,320 

26,093,760 
24,06020 
19,360;320 
14,519,680 

The  gross  tolls  received  from  the  Welland  canal  in  1850  were  $151,703 
Do do do 1851 200,000 


ST.  LAWRENCE  CANALS. 


'J « 


The  comparative  movement  of  leading  articles  on  these  canals  for 
1850  and  1851  was  as  follows:       ■  >  .    --.r. 

Down-trade.  


Articles. 

1850. 

1851. 

Flour barrels. 

Wheat bushels . 

Corn do. . . 

643,352 

415,510 

75,480 

731,412 
654,731 
122,310 

Up-trade, 


Articles 

1850. 

1851. 

Railroad  iron pounds . 

Pig  and  scrap  iron do. . . 

Wrought-iron  nails  and  spikes .  do. . . 
Slone,  glass,  and  earthenware .  do . . . 

Coal tons . . . 

General  merchandise pounds . 

39,179,840 

22,077,440 

20,742,400 

4,079,040 

1,282J 

No  return. 

61,900,160 
22,723,120 
25,527,040 
5,723,838 
2,468 
28,913,920 

»l 


* 


t>-: 


440  S.  Doc.  112. 

Vessels  which  passed  th»  several  canals  during  the  year  1851 : 


:lf.,V 


J-fflpf 


British, 


#< 


Welland  canal 

St.  Lawrence  canal 
ChOTibly  canal .... 
Burlington  B.  canal 
St.  Anne's  lock 


No. 


3,357 
6,656 
1,517 
1,998 
1,926 


15,454 


TODDBgfl. 


1,430,172 


C" 


American. 


Toll.. 


363,221 

jei,628 

605,197 

1,447 

81,594 

193 

380,649 

230 

99,561 

sag 

3,809 


I  I 


No. 

Tonnage. 

ToUb. 

• 

Welland  canal 

2,336 

278 

210 

536 

61 

409,402 
21,013 

9,147 
101,261 

2,846 

je2,436 
64 

St.  Lawrouce  canal 

Chamblv  canal 

27 

Burlinirton  B.  canal 

61 

St.  Anne's  lock 

8 

h 

3,420 

553,669 

2,598 

Total  Brifish   and  foreign — 18,874  vessels;   1,973,841  tons;  toll, 
^6,407. 

The  total  movement  on  the  canals  for  1851  and  three  years  previous 
is  as  follows:  . 

Welland  canal. 


«' 

1848. 

1849. 

1850. 

1851. 

Tons 

307,611 

2,487 

372,854 

351,596 

1,640 

468,410 

399,600 

1,930 

688,100 

691,627 

Passengers 

Tonnage  of  vessels 

4,753 
772,623 

!ar  1861 : 


'>^'f    fr 


S.  Doc.  112. 

St.  Lawrence  canal. 


441 


tWE 


2 


TolU. 


je  1,628 

1,447 

193 

■    230 

S09 


3,809 


ToU». 

• 

2 

3 
7 
1 
6 

£2,436 
64 

27 
61 

8 

9 

2,598 

541  tons;  toll, 
years  previous 


• 

1851. 

500 

691,627 

}30 

4,753 

100 

772,623 

1848. 

1849. 

1850. 

1851. 

TAng ......-.- 

164,627 
2,071 
5,648 

213,153 
26,997 

5,448 

288,103 

35,932 

6,169 

450,400 

Pi5*;pnffers 

33,407 

Tonnage  of  vessels 

6,934 

Chambly  canal. 


1848, 

1849. 

1850. 

1851. 

Tons 

17,835 
470 
659 

77,216 
8,430 
1,264 

109,040 

278 
2,878 

110,726 

Pnsseacers 

1,860 
1,727 

Tonnage  of  vessels 

The  receipts  of  1851  were  £76,216;  expenses  £12,286.  Of  the 
gross  tolls  tlie  Welland  produced  £48,241,  and  the  St.  Lawrence 
JE21,276. 

But  a  most  decided  proof  of  the  success  of  the  Canadian  canals  is  to 
be  found  in  the  frequent  and  important  reductions  which  have  been 
made  in  the  tolls  of  the  Erie  canal  since  1845,  the  year  in  which  the 
enlarged  Welland  canal  first  came  into  serious  competition  with  the 
route  through  Buffalo.  The  policy  of  the  State  of  New  York  has  been 
not  only  to  obtain  the  largest  possible  revenue  from  her  canals,  but  also 
to  protect  her  own  manufactures  and  products  against  competition  from 
other  quarters ;  and  this  she  has  been  enabled  hitherto  most  eflec  ■  ually 
to  accomplish,  by  levying  discriminating  tolls.  Thus  foreign  salt  was 
excluded  from  the  western  States  by  a  rate  of  toll  about  twice  its  whole 
value.  The  toll  upon  this  article  in  1845  was  three  cents  per  1,090  lbs. 
per  mile,  or  $21  78  per  ton  of  2,000  lbs.,  (about  three  dollars  per  bar- 
rel ;)  while  the  toll  upon  New  York  State  salt  was  only  one-thirteenth 
part  of  thtit  upon  the  foreign  article.  In  1846,  (the  first  year  after  the 
opening  of  the  enlarged  Welland  canal,)  the  tolls  on  foreign  salt  were 
reduced  one-half,  and  a  still  greater  amount  on  New  York  State  salt. 
The  next  year  a  further  reduction  of  thirty-three  per  cent,  took  place; 
and  in  1850  the  toll  was  agnin  reduced  one-half,  so  that  it  is  now  only 
oftc-s?a://([  the  rate  charged  in  1845;  but  it  is  still  subject  to  a  tax  five 
times  c'ls  great  as  that  paid  by  New  York  State  salt. 

In  like  maimer  railroad  iron,  in  1S45,  ^aid  a  toll  of  nine  mills;  in 
1846  this  was  reduced  to  five  mill.«;  in  1850,  to  four  mills;  in  1851,  to 
two  and  a  half  mills;  and  in  1852,  to  one  and  a  half  mill.  Almost 
every  other  article  of  heavy  goods  and  merchandise  for  up-freight  has 
likewise  undergone  frequent  and  heavy  reductions  in  toll  on  the  Erie 


:W    I 


I 


b    I 


442 


S.  Doc.  112. 


canal,  since  the  Welland  and  St.  Lawrence  came  into  competition 
with-it. 

In  the  down-trade,  flour  and  wheat  have  been  reduced  thirty-throg 
per  cent. ;  corn  and  oats,  from  four  and  a  half  mills  to  two  mills ;  pork 
Dacon,  lard,  and  lard  oil,  from  four  and  a  half  mills  to  one  and  a  half  i 
mill ;  beef,  Jbutter,  cheese,  tallow,  beer,  cider,  vinegar,  from  four  and  a 
half  to  three  mills.  Almost  every  other  article  of  down-freight  has 
undergone  like  reductions.  Likewise  the  discrimination  in  favor  of  pot 
and  pearl  ashes  and  window  glass  manufactured  in  New  York  State  has 
been  abandoned ;  the  State  retaining  only  a  discriminating  toll  against 
salt  and  gypsum  from  other  States  or  countries. 

There  can  be  no  question  but  that  the  whole  western  country  would 
have  been  annually  taxed,  both  upon  their  exports  and  imports,  a  much 
larger  amount  than  is  now  paid  by  them,  in  order  to  swell  the  revenue 
of  the  Erie  canal,  had  it  not  been  for  the  healthful  competition  of  the 
Canadian  works.  As  an  example :  the  reduction  in  the  tolls  on  railroad 
iron  since  1845  amounts  to  $6  44  per  ton  of  2,000  lbs.  The  amount 
of  this  iron  wliich  reached  Lake  Erie  in  1861  was— 

By  Erie  canal  to  Buffalo 46,876,427 

By  Welland  canal  to  Lake  Erie 166,784,320 

203,660,74V 
equal  to  101,830  tons  of  2,000  lbs. ;  and  the  reduced  toll  on  this  one  ar- 
ticle would  be  $663,965  20.  It  has  been  estimated  by  the  late  Hon. 
Robert  Rantoul,  jr.,  M.  C,  that  the  Northwest  will  require  100,000  tons 
of  railroad  iron  per  annum  for  the  next  five  years,  upon  which  they  will 
now  pay  more  than  half  a  million  of  dollars  less,  m  tolls  alone,  than 
they  would  have  paid  before  the  enlarged  Welland  canal  was  opened. 

Again :  over  220,000  tons  of  wheat  and  flour,  and  150,000  tons  of 
corn,  from  western  States,  were  shipped  eastward  from  Buffalo  in  1851, 
the  reduction  on  the  tolls  of  which  amounts  to  $612,830  from  the  rates 
of  1846 ;  besides  some  186,000  tons  of  wheat  and  flour,  and"  40,000  tons 
of  corn,  which  passed  down  through  the  Welland,  to  the  most  of  which 
the  reduced  tolls  should  be  applied. 

Thus  the  eastern  States,  m  their  imports  of  three  articles  from  the 
West,  a,5  well  as  the  western  ones,  in  their  import  of  one  article  from 
the  East,  have  each  obtained  a  reduction  of  transit  dues  amounting  to 
over  half  a  million  of  dollars,  which  is  mainly  to  be  ascribed  to  the 
construction  of  the  ship-canals  of  Canada. 

Again:  the  tolls  on  the  Erie  canal  upon  tobacco  are  four  times 
greater  if  "going  from  tide-water"  than  if  "going  toward^^  it,  by  which 
policy  it  is  hoped  to  draw  this  article  from  the  lower  Ohio,  Missouri, 
&c.,  to  the  eastern  States  and  the  seaboard  through  this  canal.  This 
discrimination  in  direction  has  been  abandoned  in  respect  of  other  arti- 
cles, and  will  follow  with  tobacco,  because  no  similar  distinctions  are 
made  on  the  Welland. 

The  auditor  of  the  canal  department,  in  his  report  on  the  tolls,  trade, 
ajid  tonnage  for  1850,  bears  the  followitjg  evidence  to  the  influence  of 
the  Welland  canal : 

"  The  diversion  of  western  trade  from  Buflulo  to  Oswego  has  also 


S.  Doc.  112. 


443 


i^nsiJerably  affected  the  revenue.  While  there  has  been  36,476  tons 
latoi  thi=  trade  entered  the  canal  at  Buffalo  in  1850  than  in  1849,  the 
ypstrrn  tonnage  coming  in  at  Onoego  has  increased  by  41,664  tons." 

The  State  engineer  of  New  York,  inliis  report  of  February,  1861, 
nrffiiig  the  necessity  of  the  enlargement  of  the  Erie  canal,  says  that  its 
fill  capacity  will  be  reached  in  1862,  and,  after  remarking  that  tlie 
cost  ot  transport  is  one  and  a  half  cent  per  ton  per  mile,  says,  "There 
are  lines  of  communication  now  built,  and  in  progress  of  construction, 
^bich  can  take  freight  at  a  cheaper  rate;"  and,  after  alluding  to  the  Og- 
densburg  railroad,  he  says,  ♦♦  But  there  is  another,  and  I  apprehend  a 
still  cheaper  route,  by  water  to  Lake  Champlain,  soon  to  come  into  com- 
petition at  the  North,  which  will  produce  as  cheap  or  cheaper  rates  to 
Boston  than  the  above.  The  freight  by  that  route  afloat  on  Lake 
Champlain  may  find  cheaper  transport  to  New  York  than  to  Boston. 
It  will  not  pass  through  the  Erie  canal,  and  will  be  diverted  froff;  Al- 
bany by  cheaper  routes."  Lastly,  he  says,  "  Canada  and  Boston  have 
not  yet  perfected  all  their  works.  All  will  .soon  have  their  whole  ma- 
chinery in  motion.  Their  plans  are  not  the  product  of  blindness  or 
folly — they  are  the  results  of  good  judgment  and  a  just  appreciation 
of  the  great  boon  sought  and  the  best  means  of  attainment." 

The  effH'ct  of  the  Canadian  navigation  on  the  imports  of  western 
States  is  ascertained  by  the  50,000  tons  of  iron  (American  property) 
imported  last  year  via  Quebec.  The  large  amount  of  tonnage  entering 
Quebec  in  ballast  in  quest  of  timber  will  bring  in  coal,  iron,  slate,  salt, 
and  other  heavy  articles  at  about  half  the  rates  now  charged  on  these 
articles  to  New  York.  While,  therefore,  ocean  freights  inward  are  so 
much  less  than  at  New  York,  the  abundance  of  timber  enhances  all 
other  freights  outward  to  more  than  double  that  from  New  YorL  The 
position  of  the  two  ports  is  reversed :  it  is  the  outward  voyage  which 
pays  at  Quebec,  while  at  New  York  flour  has  been  carried  out  for  six 
pence  sterling  per  bairel  to  Liverpool. 

When  the  ettect  of  the  repeal  of  the  navigation  laws  brings  more 
vessels'  into  Quebec  than  are  required  for  timber,  outward  freights- 
from  the  lakes  may  pour  down  the  St.  Lawrence,  and  the  rates  of 
freight  come  down  to  a  standard  which  will  make  the  whole  cost  of 
shipment  from  the  lakes  to  Etiroj,  ,'ia  the  St.  Lawrence  as  favorable 
as  via  New  York. 


THE  MAGDALEN  ISLANDS. 


This  group  of  islands  occupies  a  prominent  position,  almost 
;ntre  of  the  Gulf  cf  St.  Lawrence,  and  directly  m  the  track  ofv 


in  the 
centre  ot  the  LJult  cl  St.  Lawrence,  and  dnvctly  m  tlie  track  ot  vessels 
bound  up  the  gulf  for  Quebec.  Including  the  Bird  and  Brion  islands, 
which  evidently  form  part  of  the  group,  the  whole  length  of  the  range 
is  iibout  fifty-six  miles  in  an  east-northeast  direction. 

Amherst  island,  the  most  southern  of  the  chain,  is  nearly  oval,  nearly 
six  miles  in  length,  and  three  and  a  half  in  extreme  width.  Its 
harbor  is  the  best  in  the  chain,  with  a  narrow  but  straight  entrance, 
over  a  soft  ooze  bar,  for  vessels  drawing  eleven  to  twelve  feet  water. 
This  island  is  eighteen  leagues  northwest  of  Cape  Breton;  the  same 
northward  of  Prince  Edward  island.    It  is  thirty-six  leagues  from  the 


mm 


s"    :  r 


444 


S.  Doc.  112. 


m 


mi 


'€ 


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i 


\l:  1 


\ki 


nearest  point  of  Newfoundland,  seventy-five  leagues  from  the  French 
settlements  at  8t.  Pierre  and  Miquelon,  and  one  hundred  and  eighty 
leagues  eastward  of  Quebec. 

The  central  portions  of  the  Magdalen  islands  rise  into  hills,  varyino  I 
from  two  hundred  to  five  hundred  and  eighty  feet  above  the  sea ;  thc^ 
tops  are  rounded.    On  the  sides  of  these  hills  are  found  stratified  (le< 
posites  of  sandstones  and  ochrcous  clays,  with  gypsum  in  the  hollows 
and  basins,  and  also  occasionally  in  veins. 

The  water  of  many  springs  and  rivulets  is  so  salt  as  to  be  unfit  for 
use ;  and  although  rock  salt  nas  not  yet  been  Ibund,  yet  it  is  believed 
to  exist  in  these  islands. 

The  gj'psum  forms  an  article  of  export.  On  one  of  the  group  it  jg 
found  ot  exceeding  fine  quality,  and  very  white,  approaching  to  ala- 
baster in  purity. 

The  pnncipal  dependence  of  the  inhabitants  is  upon  the  cod  fishery, 
although  they  also  prosecute  the  herring  and  seal  fisheries  to  some 
extent. 

There  are  at  present  upon  these  islands  about  two  thousand  inhabit- 
ants, the  majority  of  whom  are  French  Acadians. 

The  fisheries  around  the  Magdalen  islands  are  very  excellent,  and 
afford  a  profitable  return  to  the  industry  of  those  who  prosecute  them. 
If  arrangements  were  entered  into  by  which  our  citizens  could  have 
the  right  of  setting  up  fishing  stations  on  these  islands,  and  of  prose- 
cuting the  various  prolific  fisheries  in  the  surrounding  seas,  it  would 
be  of  very  great  advantage  to  them,  and  open  a  wide  field  for  their 
energy  and  enterprise.  They  would  also  gam  the  early  and  late  fish- 
eries, from  which  they  are  now  debarred,  whose  advantages  have  been 
already  mentioned. 

These  islands  were  formerly  attached  to  the  government  of  New- 
foundland, but  at  present  they  are  under  the  jurisdiction  of  the  Cana- 
dian government.  The  whole  group  was  granted  by  the  British  gov- 
ernment to  Admiral  Sir  Isaac  Coffin,  R.  N.,  for  distinguished  services; 
by  iiim  they  were  bequeathed  in  strict  entail  to  his  nephew.  Captain 
John  Townsend  Coffin,  R.  N.,  the  present  proprietor,  and  to  his  heirs 
male  forever. 

The  value  of  the  various  products  of  the  fisheries  exported  from  the 
Magdalen  islands  in  1848  was  $224,000 ;  but  it  is  believed  that  this 
did  not  include  large  quantities  of  such  products  carried  off  in  fishing 
vessels  not  cleared  at  the  custom-house.  But  even  the  amount  men- 
tioned is  quite  large  as  compared  with  the  population,  and  furnishes 
Eroof  of  the  bountiful  abundance  of  the  fisheries  in  the  vicinity  of  the 
lagdalens,  which  need  only  the  persevering  industry,  energy,  and 
skill  of  our  fishermen  to  be  rendered  a  mine  of  wealth. 


S.  Doc.  112. 


445 


to  hills,  varying  j 

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446 


S.  Doc.  112. 


No.  2. — Comparative  ttaiement  of  the  total  "motfetnent"  of  property  on  ^}^g 

ton  Bdy  canaUt  and  St.  Anne$  Lock^  fi 


DawripUoB. 


ForMt 

Vegetable  food do.... 

Farm  ■tock do. . . . 

Other  agricultural  produce.,  .do. . . . 
Mf  rchandiee,  Ac.  ....•••..  .do .... 
Maoufkcturea do.... 

^  Total do.... 

PHMengeni  .•..'•....••  .nnmber. . 

BnaU  of  all  kind* do. . . . 

Total  tonnage  of  veeaeie....; 


Welland. 


1848. 


59,909 
136,056} 
43 
ll,944i 
45,354i 
69,0111 


307,6111 


3,487 

3,960 

373,854 


1849. 


73,556 
141,534 

17,6931 

49,931 

75,856 


351,5961 


1,640 

9,978 

468,410 


1850. 


107,  35 
145,769 


13,165 
3.4941 
99,090 


399,600 


1,938 

4,761 

587,100 


1811. 


349,6441 

34U,llli 

3«i 

14,679i 

41,406 

145,756 


691,6571 


4, 7581 
4,916 
700,168 


184& 


68,351 
81,3071 

5871 
603 
4,8l8i 
8,600 


159,367 


91,071 

5,648 

476,875 


1849. 


70,310 
89, SOI  i 
8331 
4.915 
17.8471 
31,047 

213,  lai 


26,997 

5,448 

444,640 


*;. 


!^  :( 


^ 


m 


m 


i'i. 


S.  Doc.  lit. 


447 


f  property  on  ihe^fftttaf^^  ^''  Lawrence,  ChamUy,  (including  St,  — —  Lock,)  and  Burling' 
Anne  I  Lock,  /orl  (k  yMf  1861  and  three  preceding  yean. 


70,310 
89,  Mil 
833 
4.915 
17.847 
31,047 


26,997 

5,448 

444,(40 


|M.946i 
||9g,103i 


]S,933 


939.073 

»8,699| 

1,390 

9,535 

99.679 

79,094 


460,400} 


33,986 

7.696 

545,6981 


1848. 


16,564 
49 


98 
l,a05 


18,835 


470 

659 

99,899 


Chamblf. 


1849. 


61,164 

7,858 

18 

64 

6,764 

1,848 


77,916 


8,430 

1,964 

198,649 


1    NO. 


70,119 
91, 146 


4,510 

3,577 


1U0,0402 


978 

9,878 

143, 194 


18S1. 


88,9I9| 
575 
9| 
684 

9»965| 
3, 1671 


110,7962 


1,860 

1,349 

90,893 


BuiUngton  Bay. 


1850. 


19,6591 

94,1131 

47H} 

318 

7,431| 

9,0961 


54,996} 


473,690 


1861. 


16.590 
18,8191 
60] 
7161 
11,336 
10,595| 


58, 107} 


St.  Aiuw'a  Lock. 


1850. 


49,3691 

799 

1,4861 

10 

4,4501 

3,785 


59,8391 


1851. 


93,403 
1,176 

1.409 
5,005 
4,441 


9,593 


1,550 


194,309 


105,933 


14,130 

1,984 

101,938 


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jOffen'i  Sour 
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IPiciou 

I&ueeniton. 

I  Rondeau.. , 

JRowan.... 

JSandivich.. 

ISarnia .... 

ISianley. . 

iTomnto. 

IWellington., 

IWhiibjr.... 

iBrockville.. 

lUaidand... 

>vn.... 
Cornwall... 
otMi]  du  Le 
Dickenson's . 
Dundee.. 
iSananoque., 
Vlarialown , 
freKcott. 
Min  aux  ] 
Bi.  Regis. 
'JUrenceville 
[■•eiighsburg; 
lereibrd.. 
f-mminfffor 
iuntingdon. 
•colle.... 
lontreaL.c . 
hilijMburg . 

I 

John.. 

.Won 

pbec.... 
P»PMee... 


S.   Doc.  112. 


451 


w 


So.  4 — Statement  showing  the  value  of  exports  from  Canada,  at  each  port, 
in  1851,  with  the  countries  to  which  exported. 


PorM. 


Amhentburg 

B«tli 

Belkfille < 

Bur»tll 

CMtbam 

Chippewa 

Cobourg 

ICoNnie 

Odil 

Dilhouiie 

Darlington 

DoTW • 

Dunnrille 

FortEri ■ 

Goderich 

GraAon 

Htinillon 

Hop* 

Kingiton 

Ni«g*ni 

Oikville 

|o«en'i  Sound 

IPenetangiiishene 

Ipiciou 

laueenston 

IRondeau 

iRowan 

IStndwich 

ItSarnia 

ISianley. 

iTomnto 

I  Wellington 

IWhitbyr 

IBrockvilie 

Maitland 

iBftawn 

Cornwall 

Coteai]  du  Lac 

Dickenson's  Landing.. 

Dundee 

Gananoque 

Mariatown 

pre»cott 

liviire  aux  Raiains  . . 

St.  Regis 

CUrenceville 

Mghsburg 

[iereford 

9f  mminsford 

iuniingdon 

«colle 

lontreal 

hilipaburg .   

foiton 

ianstrad 

John 

tatton 

Ucbee , 

fipUN 


Total  value. 


Great  Britain.  B.  N.  Ameri- 
can  colonies. 


$79, 408 

21,4-28 

147,368 

133.360 

31,196 

7,598 

71,613 

944 

901,853 

356,073 

39,960 

151.404 

83, 164 

31,976 

3.364 

3,993 

36>.353 

100,408 

421.016 

3,088 

133,11)80 

776 

3.736 

17,80H 

28. 444 

21.268 

53, 480 

39,836 

45,844 

271,116 

327, 3f8 

23,884 

201.164 

70,618 

3,593 


BXrOETCD  to— 


#30,584 


10,236 
8.834 
4,133 

13,944 
6.320 

24.008 

33.960 


United  States 


111,160 


Other 
countriea. 


13,004 


6. 

16. 
15, 
11. 
4. 
27. 
2,503. 
88. 


393 

48b 
396 
452 
180 
308 
500 
916 
9f)8 


40, 
90S, 


138 
376 


5,623,988 
43,196 


1,470,778 


4,888,084 


185,408 


179,480 

31,498 

147,368 

139,360 

31,196 

7.598 

71.619 

944 

181,368 

317,396 

99,960 

151,404 

76,416 

31.976 

3,964 

3,993 

353,948 

100,408 

431,016 

9,088 

199,880 

776 

3,736 

17,808 

28,444 

21,268 

53,480 

39,836 

45,844 

85,304 

327,368 

93,884 

201,164 

70,648 

3,593 


480,738 


353,056 


10,336 
8,834 
4,133 

12,944 
6,320 

24,008 

33,960 


6,293 

488 

16,296 

15,452 

11,180 

4,308 

27,500 

273,416 

88,968 


40,128 
905,276 


19,453 
43, 196 


|S7,616 


I 


8,748 


404 


280,000 


363,396 


i  <  1 

4 


m 


't1 


4ff2 


S.  Doc.  112. 

STATEMENT— Continued. 


fi  >.' 


Total  Talue. 

BiroaTBB  TO— 

Porti. 

Qreat  Britain. 

B.  N.  Ameri- 
can colonic!. 

United  Statea. 

Othtr 
eountrict. 

BmU40  ••••  ••! 

16,416 
4,784 
61,564 
67,644 
141,740 
80,100 
10,220 
13,516 

io.'iso' 

6,992' 

16,416 

4,784 

61.564 

67,644 

724 

^ 

El^n 

Wulaceburc 

BniM  MinM  t«.«« 

Qaapf 

628,436 
27,968 

110,596 
7,592 

iloiisdi 

44, 5W 

Nisw  Carliile 

Sault  8te.  Marie. 

10,220 
13,516 

ioiieo 

5,*999' 

iCewCaade 

Stamford 

Milford 

Bond  Head 

RnuaeUlown 

ToUd 

13,263  376 

6,435,844 

1,060,544 

9,039,300 

826,668 

Tlie  returna  ofezporta  from  inland  ports  to  other  countries  than  the  United  Statea  are  nn 
doubtful.  None  are  reported  from  Toronto,  the  largest  inland  port.  With  respect  to  the  route 
of  such  exportsiitis  presumed  they  were  made  Tia  the  St.  Lawrence;  in  which  case  they 
should  be  inchided  in  those  of  Montreal  or  duebec.  But  as  these  exports  were  obtained  from 
the  head  office,  it  is  to  be  injured  that  they  are  direct  exports  from  inland  ports  not  included 
elsewhere.  It  is  possible  a  portion  of  them  may  have  been  exported  inland,  in  bond,  throuitli 
the  United  States,  although  all  such  exports  are  said  to  be  reported  as  "  to  the  United  States," 

THOS.  C.  KEEFER. 

Montreal,  M*y  1, 1853. 


-■*♦ 


- 

idStatea. 

Other 
eounthfi. 

t6,4I6 

4,784 

61,564 

67,644 

734 

16,326 
13,516 

"iiol^sei 

44,540 

10,460 

5,993 

,039,300 

826,668 

United  Statu  are  very 
ilh  reapect  to  the  route 
i ;  in  which  case  they 
rta  were  ebtained  front 
ind  porta  not  included 
land,  in  bond,  throi^ltli 
:o  the  United  Statei." 
lOS.  C.  KEEPER. 


S.  Dm.  112. 


^'o.  6. — Comparative  stafement  of  importi  inland,  via  United  States,  with 
imports  by  sea,  via  St.  Lawrence,  1861,  distinguishing  the  principal 
articles. 


Articlea. 


>••••••' 


Tm 

Tobacco  

Cotton  manufaturea. 
Woollen..  ..do, 
Hardware  .  .do , 

Wooden-ware 

Machinery 

Boots  and  ahoea.. . .  • . . 
lather  manufacturea. 

Hide* ••••  ••• 

Leather,  tanned 

Oila,  not  palm 

Paper. 

Rtee ' 

Sugar ■ 

Molaiiea. 


aiA. 


Montreal 
and  Quebec. 


Salt ......••••• 


Q'ut 

CoJ 

Fun «•••••••••• 

Silk  manufaeturea 

India-rubber  do  ..•••••. 

Dyestufia 

Coffee 

Fruit 

Fiah 

Uoenumerated 


Qooda  in  transit  for  U.  S . 


1153,556 

18,934 

3,318,364 

1,719,873 

1,337,340 

11,613 

6,764 

6,513 

26. 196 

1,164 

46,313 

135,440 

53.180 

13,396 

586,604 

60,968 

33,793 

77,184 

101,176 

83,116 

401,904 

156 

38,916 

13.633 

53,553 

71,260 

4,159,580 


Direct  at  in- 
land porta 
from  aea. 


115,538 


799,968 
581.944 
389,868 

88 

356 

26,960 


11,317.413 

755,588 


138 

S68 
13,048 


135,804 


ToUlaea 
iotporta. 


2,188 
1,136 


7,916 

5.588 

333,168 


753 
'9461668 


3,144,316 


13,073,000     3,144,316 


1168,084 

18,934 

3,018,332 

9,301.816 

1,637,308 

11,613 

6.853 

6,868 

53, 156 

1,164 

46,440 

135,708 

65,838 

12,396 

713,408 

60,968 

35,980 

78,360 

101,176 

90,033 

407,493 

233,334 

38,916 

13,633 

54,304 

71,360 

5,100,188 


Inland  im> 

Krta   via 
Statea. 


Tout  import! 
by  ■••  and 
inland. 


14,461,728 
755,588 


15,317,316 


1893,216 

403,860 

565,134 

439,360 

318.844 

53,734 

85,768 

43,593 

47,388 

89,804 

136,832 

47,804 

33,996 

19,600 

878,468 

19,396 

79,816 

18,838 

38,653 

44.364 

80,768 

53,960 

13,680 

116,988 

81,144 

17,544 

4,780,373 


8,788,713 


6,768,713 


|1,061,SP0 
493.784 
3,583,456 
3.741,076 
1,946,088 
65,336 
93,690 
49.460 
100,544 
90.368 
173.673 
183,  SI3 
98.994 
39,316 
990,876 
80,964 
105,796 
97,068 
139,898 
134,996 
488.968 
987,384 
51.596 
130,690 
135,448 
88;  804 
9,880,560 


33,350,440 
755.588 


34,006.038 


The  large  amount  of  "  unenumerated"  values  rendera  thia  atatement  but  approximate,  becauae 
the  enumeration  of  sea  imporu  ia  much  fuller  than  those  inland,  whera,  at  some  ports,  no 
enumeration  of  articles  is  made. 

THOMAS  C.  KEEPER. 

MoHTHEiL,  Jaay  1, 1852. 


1 


:'i:- 


.1^  f 


iff.- 


43; 


h 


n 


m  I 


m^m. 


1 

p 

mli 

m 

^m 

y 

■^'i^l^W 

I' 

■  •! 


J'. 


Hi 


S.  Poc.  112. 

No.  6. —  Value  of  direct  import f  from  sea  at  I  '*''' 


AitielM. 


X0B*  ••••••••■•  •■••■ 

TolMmo 

Cotton  nianufhctim 
WooilMi  DMnufhetuic 

Hwdwmre 

Wooden-ware 

MaeUnenr 

Boot!  and  ihoef 

Leuber  nanutectore. 
nidefl* ••••••  ••§■  •••• 

Leather,  taiined 

eUi,  not  palm 

Paper.. 
Jtice  • .  ■  • 
Bncar. .. 
MolaMea 

Bait 

Gtaaa.... 

Coal.. 

Fun.. 

811k  manafkcture 

India  robber  do.. 

Dyettuflk 

Coflbe 

Fruit 

Fiita 

Unenumeiated... 


Total  value  by  lea. . . 


•MO 


198 


768 


i 


0680 


«a,sBo 

4,304 
1,173 


880 


900 


1,408 


5,619 


14,916 


I 


(110,580 


1,560 


4,779 


16,019 


^,784 


39,784 


f804 


380 


19 


119 


#7,596 

"atbiwo 

969,788 
177,856 


19,960 

""5)596 
"'53J676 


M,O60 
5,500 


680 
536 


3,356 


113,168 


150,464 


1,178,693 


GB 

s 


496 
9,388 


1,390 


18,604 


•10,719 


459 

a5!464 


106,508 


I 


•759 

ff,7I« 

44 


506 


164 


3,0^4  ii 


170^ 


The  above  itatement  ia  deaigned  to  show  the  principal  articlea  which  are  imported  direct  (Von  k«,  « igiuj  I 
MoiTTUAL,  Man  1|  i^^ 


1 


|},3M 


MO 

"\^iin,o 

»,iti 

ii,a 

mporttfrom  tta  at\ 


&  Doc.  112. 

iJandpor^f  via  the  8u  Laweiuet  in  1861. 


^ 


1,180 
100 


1 

I'M 


,380111 


,099 
11^ 


I 


«7,764 


7,784 


•8,000 


408,000 

we,ooo 


14,000 


e,ooo 
"m,666 


800 
600 


3,480 


190,000 


300,048 


1,401,098 


#860 
788 


1,648 


#3,379 
1,006 
6,716 


as6 


198 

968 


9,104 


19,039 


4,984  #11,156 


11,156 


I 


#14,668 


14,668 


#708 


300 


1,008 


i 


I 


1 
I 


#988  #51,479 


988   Sl,473 


i 


465 


#63,680 


53,680 


I 


•1S,M 


790,M8 
681,044 

3e«,8e6 


88 

96,960 


198 
968 

10,648 

"l9S,8M 


9,188 
1,136 


7,018 

MM 
933,168 


7&I 


#10,809*     940,608 


10,809    3,144,318 


-.         ,  *  Imported  via  Hudson's  Bay. 

xi.  diieet  flron  tea,  it  iskad  ^|   mhl  the  names  of  tbe  ports,  and  their  comparative  importance  in  tMs  trade. 


THOS.  C.  KEZm. 


4 


m 


I  i 


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U9 


«.  Doc.  112. 


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4119 


£        of  ..•: 


liis^is  -jrd 


1^            M     vt  ! 

ii  :«s 

--  I  •* 

• 
• 

m 

••ft     1 

•           •     •     • 

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•  •  •  < 

•  •  •  < 

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S.  Doc.  112. 


No.  9. — Comparative  statement  of  exports  inland  and  by  sea  Jrom  Cane 
in  1851,  showing  the  jtrindpal  articles,  , 


Article!. 


Ashen,  pot  and  pearl 

Aab  timber 

Birch 

Deal  ends ••• 

Elm 

Oak 

Pine,  white 

Pine,  red 

Staves,  standard 

Staves,  other 

Plank  and  boards 

Spars,  maots,  and  handspikes.! 

Lath  and  firewood 

Shingles 

Cows  and  other  entile 

Horses     .-m 

Wheat    ...^ 

Flour 

Indian  corn 

Barley  and  rye 

Beans  and  peus 

Oats... 

Butter 

Effgs 

Wool 

Copper,  fine  and  pig 

Copper  ore 

Unenumerated 


From  inland  ports  direct 

From  Gaspg  and  New  Carlisle. . 


t*. •••#.«# 


By  sea  from 
Montreal  and 
duebec 


#765,924 

14,896 

18,464 

1H,684 

196,490 

189,876 

1,518,598 

416,'  • 

64, 4ob 

358,844 

937, ^  0 

5U.Q16 

3i„076 

96n 

40 

SOO 

144, 184 

1,450,148 

r    j56 

140 

40,208 

3,273 

195,7^ 


35,000 
1,359,373 


7,836,036 
365,934 
321,116 


6,333,076 


From  inland 
ports. 


165,993 


14.620 

160,884 

16,534 

1,373 

774,116 

6,116 

39,800 

20,733 

140,176 

185,848 

491,760 

1, 181, 484 


75.596 

41,588 
135,708 
88,004 
38.008 
41.896 
43.753 
17,620 
1,808,704 


5,339,300 


•••■«•••••••' 


5,339,300 


Total. 


|83I,9I6| 

14.^1 

18,4641 

18.6841 

196,4301 

304, 496 1 

3*095,644 

81,012 

3fi0,-2l8 

l>7n,!>.,6 

56,332 

71,876 

SO,  992 

140.316 

1^6,048 

635,944 

3,631.632 

26,056 

76,036 

81,796 

137,38(1 

233,732 

38,0U8 

41,8!I6 

43.752 

52,620 

3.168,076 


13,175,336 
265,924 
221,116 


13,263,3:6 


W  1 


;v. 


The  returns  of  exports  inland  are  very  i'    «rfect.  and  will  not  correspond  with  the  Unittd  I 
States  imports  from  Canada. 

It  will  be  seen  at  the  bottom  that  there  is  i  '  direct  export "  from  inland  ports,  which  wu 
neither  to  the  United  States  nor  from  Montri  ""d  duebec.  It  is  to  be  presumed  that  this 
was  cargo  sent  to  sea  from  inland  ports  and  noi  rv^torted  at  Montreal  or  duebec,  although  su'i 
report  is  compulsory  on  all  inland  craft  proceeding  to  tea. 

THOS.  C.  KEEPER. 

Montreal,  May  1, 1852. 


S.   Doc.  112. 


461 


seajrom  Cane 


inland 
rU. 


5,992 


•  •      •  • 


•  •#•••• 

•  •••••■ 

4,630 

0,884 

6,534 
1,372 
4,116 
6,116 
9.800 
0,733 
0,176 
15,848 
11,760 
II,  484 


5,596 

11,588 
15,708 
18,004 
18,008 
1,896 
3,753 
.7,620 
18,704 


19,300 


•••■••• 


19,300 


Tuial. 


|831,9I6| 

18.4m| 

18,68(1 

]96,4'20l 

204,4961 

2,095,6441 

8l,0li 
3fi0,'2l«l 
1,7I1,6,,6| 
56, 332 1 
71,876 
«0,992 
140,316 
1^6,048 
633,9U 
3,631,63!) 
26,056 
76,036 
81,796 

137,  sen 

233,732 
38,008 
41,8'J6 
42.752 
53,620 
3, 166,076 


13,175,336 
265,924 
221,116 


13,363,3:6 


ispond  with  the  United 

land  ports,  which  vu 
be  presumed  that  this 
duebec,  although  su'Ji 

lOS.  C.  KEEFEK. 


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47g  S.  Doc.  112. 

No.  12. — Statement  ihowing  the  value  of  the  hading  dutiable  artu'ff$ 


pofy. 

i 

i 

i 

«t;99 

1.916 

i,:i«n 

1 

1 

is 

Ij 

is 

1 

1 

1 

1     i     1         1 

I 

AmlMnttmrg 

BUh 

BurwHI 

S,7W 
17^J0 

19,W» 
304 
9,990 
H,3(M) 
9,0N0 

e,ou« 
"i,m 

1,416 

«4N 
1,K4I 

7,;w8 

'4,i48 

140 

790 

3,(;i2 

1,110 

3,479 

""701 
594 

«4flO 
1,579 
I.WW 

A9.068 

4.VJ 

6,i:iH 

8.484 

"7'.5Mrt 
1,144 
9.-M 
9,4.16 
3,(I0I< 
6,816 

■  V«'iH 
464 

ri8,i9<"l 

9,i:« 

'9.4'I8 
1,9J»I 

"\Jfii< 

9,708 
1,679 

'  6',:"m"» 

1.408 
99,(M)4 

i|744 

I'.rtw'i 
744 

•148 

""H^^ 
1,4.59 

"r.68(') 

379 
"r,944 

"""e8 

""986 
:)',8>!i 

364 

!!!!".!  "i»i46 

«7,II00    9,6t;4 
4,479  9.09H 

"ii4'(6 

804 
I4U 

■"'j«8 

'"68 
168 

■3'976 

"m 
"m 

\',m 

80 

■  ■  "79 

1.180 
9,5:!6 

*9,a:«  1 

139  .... 

148      j)|98    (im 
9641    1,.559      m 

1 1 

"r,896  ■■r,7.59  ".;■.■.; 

j       164      180 

1      194 

BaUcvllln 

H,»08 

'il',.Vl4 
1,116 

:mo 

I5.:.28 
840 

8,:iH4 
*9.;'i66 

1,404 

io,i:m 

19.976 

.156 

4 

4,019 

40 

6,608 

'9,:'«i9 
:i6 

119,799 
3,798 

"  4,68m 

870 

19 

■  4",9:'« 
4,096 
1,699 

"  "746 

6:i6 

13,980 

Bondhead  

Chatham 

('MpiMiwa.    

(■oboai|.k  

C'oMonH;. 

VniH 

5,879 

1,791 

98t< 
648 

Oofvr 

9.49tl 

:«|l      419 
1,8.19   

1.50 

9,5i9 

"'"96 
194 

ro',868 

:;::: 

r4',644 

3,879 
004 

■768 
698 

'9,r>94 
908 

97*446 
9,938 

■■".Vm 

"■fri6 

1,448 

""ioo 

""i94 
119 

'  '694 

"m 

4 

"'i(H 

956 

"964 
140 

"■fift 
948 

■"92 

23",.vi8 

"■"i6 

804 
13,612 

l",864 
.576 

"960 

Ml) 

DwmvUle 

Koit  Kri« 

"  '316 

'l"996 
"4"699 

'  ".576 
»I4 



.... 

'r,.588 

"r,4i6 
4 

'  '4.5("i 
■  '698 

"r.ccio 

r2,376 

Ooderiub 

(Jtafton 

llamUUMi 

Ilooe 

i.vt,.'iia 

M,1B4 

"a,m 

5,0Hn 
16 

"\',m 

1,800 
9,100 

9.128 
.V.,9«6 

179 

4,0,-16 

31^568 

90 

1,180 

339 

488 
7:)9 

796 
1,390 

""so 
3;« 

""m 

3.320 
340 

7I,9HK 
.5,0 19 
9,179 

K9H 

1,084 

4 

■"7H« 

444 

"r,472 

mm 

99,a'i9 
56,472 

■9.608 
9,759 

""894 
40 

.144 
919 

;t8H 
779 

■"■32 

60 

""84 
819 
140 

lbi)'i32 

964 

690 

.'>.38n 

62,788 

.116 

96,784 

816 

8 

28 

628 

"■43a 
96 
16 
40 

4 

17t,49« 

'9,96(l 
3,498 

'«*:i9't 
4,o:« 

"■iSm 

l.-i,980 

8,«;ii 

(164. 

Kinpton 

Ntawara 

OakvUle 

'>K 

Owen*ii  Hound.... 
IVnelanguUhcnn.. 
]>lctou 



Uuemiton 

Konoeau  

4:v 

Rowan 

Handwich 

Biirnia 



96      1.8.(4 
4.19 

Rtanlcy 

19,.599 

5,960 

24,670 

144 

4,619 

4,3.59 

4,120 

"'"'aJ 

2,096 

■■""84 
339 

'"im 

8 

""""68 
408 

"■"84 

'■■"84 

"12,982 

"4",9:i6 

57..579 

■  80 

1,416 

604 

"'"164 
"'"96 

WcUlngton 

Whitby 

164 
899 
17,600 
48 
419 
SUO 

"\,m 

332 

""94 
194 

""m 

"".548 

.Hii'atto 

"608 

18,108 

90.i,184 

472 

1,988 

3,492 

.56 

.59 

2,060 

100 

960 

968 

15,888 

"l',.528 
434 

*5",i68 
994 

■'■ie'i 

92'764 

'"■"79 
4,.T96 

194,936 

80 

l..'i99 

9,244 

■■■■.56 
776 

l,fi:« 

8,519 
■■■.5.59 

:^      244 

:m  1..500 

96 

3,736 

8 

■'976 

9,:iC8 

■  ■i'lo 

'HO 

Rrackville 

Mailland 

3,7.52 

19 

660 

4,508 
""956 

3.9H> 

<;omwall 

Potflau  An  l.np 

.'«J 

Dickenson'*  Land- 
ing  

'"(OA 
76 



""8,448 
444 

"l",464 

"""886 
51,644 

■■r,572 

9,999 

' '  ■.is-i 

4,376 

1,192 

94 

"l",a48 

872 

"  "i"i6 

"  "lie 

■■y84 
■'i.59 
■■ii-j 

"364 
■'432 

■  'sia 
■■iao 

"  ".598 
94 

""■79 

36 

'r,966 

"'268 

"""44 

"  ".558 
9,884 

""886 
■'480 

■■966 

nundee 

.JK 

Uananoque 

Marlatown 

Pmwott 

KiviRm  aux  Raiiiinj) 
flt.  RngiR 

4 

t  ;iarenccvUlc 

Freiighaburg 

Ilererord 

Ilcmmingford 

Huntingdon 

Lacolle 

Montreal 

114,168 

1,500 

1,464 

10,480 

a3ti,.S88 

440 

18.8.12 

9,308 

8 

84 

1,584 

"'968 
60 

""ia 

7,568  .'15- ISO 

684;  4,899 

!  ■.'.".'.  ""976 

5,260      618 
I8.>J0H 

SB 

PhUlpsbuig 

Potton 

■■jl'l 

948 

15,908 

8 

4,964 

.596 

■■.566 
\,:m 

""956 

:« 

3;« 

80 

Stanstead 

4'>K 

8t.  John 

11,18(1 

Button 

28 

48 
118 

l,28t 
88 
98 

"  ".524 

Quebec 

I.O(W 

Napanee 

Iia'Beauce 

KIgin 

Wallnccburg 

Bruce  Mine« 

Gvipe 

1,644 
618 

116 

"1J676 

780 

"m 

lei 

NewCartisle 

(<ault  Ste.  Marie  . . 

Newcastle 

Btnmford 

Milfoil 

■"■"36 

■""588 

■"576 

""'48 
.53,794 

""948 





85,768 

i 

Total 

893,916 

103,81)0 

565,124 

439,960  318,&I4 

49,592 

47,38^ 

89,204  >26,232 

47,804 

|:i9,!l!« 

imi* 


(WW 

H08| 

' 

.1.044! 

'»!« 

A,f)a6 



"■"8191 

xa 

3A'W; 

t 

24 

ff 

861 

w 

13.872 

!.■» 

:152 

» 

4/.24 

3,0*1 

» 

2tt4 

'( 

19.) 

57.61)8 

,110 

9.120 

8,4K<l 

, 

4,.500 

•w 

3,844 

4 

m 

9,916 

.12 

y 

398 

IDH 

860 

••J 

640 

20,:«l 

J,«H 

64.140 

16 

.V.' 

•M 

980 

4M 

SHO 

1,59 



i») 

SKI        32 

1      928 

1 
41 52 

i      i:i6 

I6j        84 

J,9,r3|  37,i-)fi4 

.,,.,, 

380 



4 

m 

192 

(1,.«))  28,199 

19 

;:iii'  4,984 

V.     m 

"'\ 

60,      388 

1       i40 

60 

1          8 

aoj 

99 

I9,fti0;278,.!68 

From  the  above  Ktntcmnnt  "  free  goods  "  liavn  hnpn  p.xrludcd  ou  Toi  as  practicabli; ;  in  sovurul  ports,. Iioweiu, 
rc-tuming  only  the  gross  viUucb  at  tlic  dili'crf  nt  rates  of  duties. 
Montreal,  May  1,  lli52. 


S.  Doc.  112. 


478 


90    a,rd4     134    m 

134|       908      113      ^ 


9,-204, 106,0*!  47,804|;B,9I» 


in  sovLTul  porto^hoireio, 


MiortftI  into  Canada /torn  the  Vn 

» 

iud  States,  at  each 

port 

,  iM  1S51. 

i 

! 

i 

i 

.' 

n 

■*> 

i 

J 

1 

1 

i 

i 

1,999 
10,7-,  3 
19.:ri3 

1 

•-■" 

HOHl 

1 

«7.''>9 

40 

908 

ISU 

|ii.5.:w.« 

v.: '8-1 



*Qn 

lfAH4 
1,344 

3,m;ih 

«'i8| 

•»iM 

a,(i44'     IM 

«lut 

^1 

1^138 

|1.)I.V. 
764 

4ao 

,i',:w» 

1)48*1     A3I3 
393 

.vj.:m 



*i4 

43,100 
I47.3:« 

49.O8I 

l.'.W 

,'*•! 

9fl,.V». 

3,7 1( 

10.0  It 

107,  JvM. 

9.708 

3.:KMi 

■'ittii.iii 

20,781 

7-J!l,ti7ti 

18,37i> 

4,190 

340 

.50 

i;i,i:w 

17,513 
3.fiI0 

.Td.lilif) 
I90.:i8h 

7,404 

60.400 

1,137,  •.08 

184 

2,610 

20,:iH4 

304 

5,.54fl 

548 

6,172 

4,.50( 

l.Wlfi 

li;.'i6- 

71.804 

288 

7.600 

1.019 

18.968 

88( 

10,048 

43, 160 

148,044 

195,464 

7,4110 

so 
1.11 

KHI 

U4 

3,UI3 
1)18 

i,ao« 

A.04U 
1,044 
1,636 

89H 
40 

94 

940 

444 

I.VJ 

9,l»l 

(HI 
896 

701 

334 

1,8.VJ 
90 
00 
184 
90 
993 

1,156 

48 
138 
679 
108 
64W 

9,08.|     3,388 
.V2          98 

lot! 

H.'i!i          68 

3im 

7011;       37(1 

Ml         Ati 

97,«M 
I4,il7« 
73,330 
110,840 
99,956 
10„5M0 

I3,H7.J 

■X\i 

4/W4 

1,188 

10 

973 

4:h 

I.VI 

808 

"■■44 
360 

■■■■» 
-( 

■■'iw 

4(4 
134 

'4V,«IH 
8.430 
l»,4«l 
4,.10O 
3,844 

i:m 

8 

""m 

9.VJ 
1,613 

i;«.'J8« 

3,804 

980 
M 

'«,«34 

784 

116 
8.1 

73 

■4,668 

■'"ill 

'io',m 
tf.vi 

lt> 

398 

:ri8 

76 
860 

70!    1,099 
68          I'J 

■■■984 

..#.*• 

I'j'.ilH.'i 
9.50 

3,934 

510 

40 

■  9..5'<-i 
179 

l,04^9,7:* 
7I.7M8 

743,3:« 

itK4 

no 

973 
384 

:« 
1/1I6 

"":m 

8 

'"m 

■ ' '  *fj 

'"'jfw 

648 
173 

38,nM 
40.760 

780 

108 
1,480 

9.VI 

60 

9,310 

398 

.5> 

:« 

84 

I.VI 
438 
144 

733 
.59 
94 

1,940 
190 

140 
36 

9:10 
144 

108 

36 

I.V3 

16U 

:<8(i 
14.! 

4 

49.7:n 

43,»» 
I9.«« 
.10,1196 

|(W 
••J 

16 

m 

«4 

8«0 
A40 

sn,;a( 

64,140 
.V2 

380 

880 

979 

IflO 

9iK! 

1,944 

13 

98 

140 

oin 

800 

7,:m8 

17,093 

7:w 

4,964 
1,6.59 

984 
140 

838 

184 

130 

8 

;i3 

964 

973 

.5,073 

97,398 

.50 

7.53 

14(1 

4 1.' 

3.16( 

9.5,11'.' 

30 

:i6.i 

1,128 
4 

84 
20 

■  ■  ■  "68 
1,084 



148,730 
19,668 

370.099 

■■"•ill 

28 
9,290 

94  ,.'134 

40 

473 

1,040 

■"790 
900 

""■M 

■'"40 

84 
7.J4 

l,53.5.frJ0 

9.X.9 

96,4.56 

1,881 
38 

984 

141  ,.5.56 

4ra 

i'>3 



980 

■■'■.56 

53 

""ib 

ll,l'5i| 

9,:ioo 

1 

39 
4 

39 
32 

7,0,16 

""is 

90 
.19 

238 

124 

""u. 

19 

14,.Vi6 

98 

304 

93 

39 

16 

6,3U0 
U.KQ 

188 

71,»M 

i 

388 

'"" 

8 

8 

52 

8 

16.968 

V Ao 

79 

4 

8 

13ti 

4,498 

1 

18,968 

8 

40 

3-J 

91R 

8,400 

,598 

20 

316 

1.5,198 

l,87f 

48 

39 

28 

■  3,4.50 

■  ■  ■904 

864 
2,9.5() 

""so 

■■■4O8 

SAia 

""i« 

"aii 

"'is 
"'i;i 

4 

i     i;)6 
i ^1 

"37",.Ti4 

380 

4 

192 

98,199 

19 

'    4,984 

1      *'•' 

13} 
36 

994 

""}ri 
6,180 

13.688 

94 
■■■336 

'9,i.vj 

104 
■l'8',748 

■r4,i68 

8 
"3,696 

■  'itfisii 
5r 

■■"308 
2.5,4:k 

888'        5,9;« 

••••44 

76 

144 

30 

■  'r,404 

1.5.464!       16,380 

.%-.,404     887,9.58 

23.064       36,644 

44 
444 

■■■■40 
1,348 

40 

:m4 

2.'i,308 

S4 

968 
30,988 

■"568 

;i0,296 

24 

480 
3,819 

2,1.59'        7,860 

u^m     eo.4.5» 

483,5-18  1,475,0.59 
1,8.56         3,984 

804 

"liijs 

779 
324 

118 
1,0>J 

44 

■"29fl 

5,480 

36 

7,380 
134 

54.868      140,564 
3,668       99.130 



1,716         9,440 

1     '  *'• 

"•:::i:::::: 

860         1,108 

6 

V       388 

108 

■■"ofl 

56 

1        98 
620 

116 

4 

148 

SC( 

19 

3.!828       13.919 
s^ao       6,.'»0 

'  'i4( 

CO 

8 

) 

179 

loe 


• 

i .  ■ 

84 

660         1,880 

4 

21 



4 

32 

19           340 



90 
396 

4 
24 

1,088         1.939 

!il 

4e 



16 



24 

1,104        3,928 

21, .^16      91,336 

(W 

e 

41(i 

28 

1,024         1,.'>84 

1 

I9,9J0;i7l<,-l6f 

19,986 

79,81f 

18,83t 

i  .■18,6.1;. 

44,981 

80,768  .')3,9e() 

13,681 

116,98!' 

81,1-1. 

17,.54, 

3,903,040  7,971,:SiO 

:l 


5* 


i- 


;    I 


0  special  rvturne  of  Tree  goodu  were  made.    The  enumeration  U  likcwine  very  imperfect— some  importunt  porta 

TU03.  C.  KEEFEB. 


Bf 

p 

W^ 

1 

' 

1 

^m 

'i 

fe' 

m 

:fi 

m 

m 

, 

M 

b 

'' 

f.f"  ; 

tl 


474  S.   Doc.  112. 

No.  13. — Stat^mmt  shoiving  the  f/vnntity  and  value  of  the  pincipal  arti- 


AkIicw,  pot 
and  pearl. 

riurik  nnd 
boardo. 

Hhlnxlu*. 

(;owii  Hnd 
[ither  cuttle. 

Homes. 

Wool.       Wheat 

Ports. 

1 

5 
s 

3 

Of 
.IB 

i 

i 

9; 
1 

> 

j 

> 

3 

9 
> 

i 

s 

3 

s3 
1 

1 

3 

I 

i 

0 

9 
■3 

r: 
2 

n 
3 

45,S1U 
1 

i-2,;'i'r 

'27,Bii 

Amhentburi; 

62,4(!0l 

....' 

Hath 

621! 

•1,4. Km 

rri>',404 

"u-m 

8,612 

! 

....1 
10. 

1 

1 

1 

'.'.'."  .1  "s'noo 

,f.)08;     4,091 
4,180    13,61.5 

ji'.OTB 

l,2->8 

10,176 

Kurwell 1 

Bellevill.' 1 

Hniidhend 

C'hDtliaiii 

Cliippvwa 

Gobourg 

""68 
'"21 

"r,iMM 

■i"i",r.73 
';"tt2 

1,120 

u.:i8.t 

'96 

'"4! 

122 

SI,  180 
432 

'"s'l 

768 

31 

"(172 
2,620 

U«lboriic 

Credit 

nallmu^iL' 

Uarlingtun 

Dover 

""r, 

102 

3 

1 

"'iim 
4,7iiO' 

"  I'lii').'. 

601 
1.128 
9.271 
3,6WJ 

"9,f.24 

4,808 

7,480 

.M»,.WO 

2..,872 

";):i8 

■V)2 
94:1 

".W 
1,180 

' "  i(")6 

""iii 
3,499 

'".51 

60 

107 

1,611 

""'Vn 
";iij 

"!('»(') 

2,181 

"289 

"'Mi 
2:15 
3.50 
767 
248 

"i'io 

":i82 

600 
"i,57 

3:j 
""iii 

'r,()"n 

'"in 
!!.. 

'"a 

"i,im 

'  2,86(") 
30,072 

'"466 
1,312 

8-1 
18,;i88 



'2.480 

"",\-> 
761 

'"460 
99,804 

':)',4:2 

"r,4oo 

i,6;« 
2.400 

4,488 
3,216 

'"944 

"5'.96f- 
7,.500 

■"7{>2 
4<>8 

"'ii( 

'ir.',296 

i  "'im 

1    ""6( 
3   ""4k 

""j 

"ie 
"2.5 

* . . .  < 

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.... 

"""98 

"i7:i 
20 
10 

'""6 
336 

".57 
99 

'i.56 
20 
116 
28 

'iiti 

'ii2 

100 

21 

.51 

Hi 

'.54s 

':"i7i 

96'. 

""■is 

) 

)  !!! 

1 

"i'.'ho!  "3.m 
"eooi  .'..'.'.'. 

"936 

i.iie 

;t,848 
"328 

"fi04 

2,538 

"•iji 
l.lsS 
3,69-2 

"•2'1-i 

i'.;i88 

IfiS 

8 
'l",90i 

'r.iic 

i  '' 

i  ••■■ 

1 "". 

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Note.— The  report 
bouae  ftatementri  on  1 

Mo.<('rBEAL,  M 

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3 
I 

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4.180    13,615 


5,.')00il.0T6 


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1,318 


1,156 


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1,300 


4,888;    4.:tel 
!  10,283 


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7,464 
1,956 


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43 


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rentartic 
t'stiiiiatii 

Its  aro  sent,  ai 
igtbc  trade  be 

(Itheid- 

wevuih 

S.  Doc.  112. 


475 


icst 

rported/rom  Canada 

to  the  Unit  d  States 

,from  each  poH,  in  1S51 

t 

UTicU 

Flour. 

Barlpy  and 

BeaiiH  and 
pt-asie. 

OsU. 

Butter. 

Egg*. 

3 

-a 

> 

1 

e 
3 

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i 

> 

i 

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i 

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a 
a 
> 

s 

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1 
1 

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"iiii 
'2,.589 

"8,056 

51,4.^ 
77,880 

4.166 
20,139 

2,770 

42,4)7 
10,709 
4,096 

"8,506 
10 

8 

758 

400 

1,0.W 

7,.')25 

44,560 

208 

29,514 

103 

100 

' 

1 

, 



: 

1       104 

' 

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'QJiWS 

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272,.580 

15,400 

77,384 

11,080 

20 

'iesjrisjo 

42,496 
13,948 

"  "3i,"896 
32 



28 

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1,600 

4,200 

25,704 

162,040 

8:12 

109,196 

Xi6 

400 

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32,289 

'4,804 

"l".67i 
2,649 

'i',.wy 

1,328 

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15,175 

"8,642 

.583 

6,518 

"l',4y5 

"■r,3i2 

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"i'o",77;» 

2,4(>.) 

491 

1,040 

"  *l",373 
■l'o",82i 

'l',i>96 

"ai'i 

1.316 

■'776 

532 

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8,044 

'9,828 

308 

3,036 

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...♦. 

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ri',727 

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5Ji96 

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iij',803 

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5,441 

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8j 

57 

8-1 

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6,(>l). 

Ui,:y> 

24,.5i< 

8,00, 

18,93 

86,.5K 

2B 

l,9fi 

13,  1h 

3! 

62 

$79,480 
21,421* 
i:»,360 
147,368 

"iiiiift 

7,528 

71,6H 

•  944 

tm 

lU.tifiO 
l,WO 

i):.9T6 
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2.440 
2000 

rj,oa 

"360 

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200 

"".500 

660 

4,438 

'""ao 

"464 

'"38 
120 

"348 

3-10 

2,176 

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7,376 

"336 

48 

144 

l'5,9:"l6 
320 
228 
700 
208 

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152 

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192 

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"146 

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"276 

'7',286 

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200 

"l",779 

90 

32,072 

'  1,270 

634 

154 

1,562 

26 

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1,432 
1,318 

'  'B'oiii 

'  4,606 
4,726 

10,900 
2,332 

15,746 

410 

7,621 

15,623 

"488 

280 

175 

200 

2,,500 

1,726 

19,817 

5,688 

' »,:»: 

294,308 

"2,1 76 

"9i6 
32 

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24 

8,496 

'sie 

124 

40 

392 

8 

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360 
344 

■2",i64 

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1,180 
3,772 

568 
4,060 

104 
1.960 
4,288 

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628 

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1 

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1 

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317,'i9ft 

29,960 

151,404 

76,416 

31,276 

3.264 

3,999 

a53,948 

100,408 

421,016 

2,088 

122,880 

776 

3,7;J6 

« 

64 

16 

"l'.i40 

•i'.67a 

41700 

ii'.736 
8 

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5,850  13,735 

.... 

296 

17,808 
28,444 
21,288 
53,480 
39,8;» 
45,844 
85,.3m 
327,:i68 
22.884 
201,164 
70,648 

3,.5<>-} 
10.2:16 

8,8-24 

4.i;!2 
12,944 

6,320 
24,008 
32,960 

'6!299 

"■426 

s'aoo 
1,200 

244 

480 

"428 
*5,426 

451 

8*i 
338 

.14,f;"t6 
780 
746 
650 
3i« 

"229 

488 

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253 

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102 
178 

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1      27 

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1.632 
1,248 

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3,945 



■  '752 

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261 

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24 
44 

600 
3,100 

2,988 

1.50 

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12 

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3,.508 

1,396 

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14,080 

■  ■  ■  ■  '968 

1 9-. 

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Xii 

15,.5;i'. 

205.046 

10,14(1 

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67^ 
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1,11-. 

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67,46- 

21>. 

■■i6,''i2( 

42 

1    ■■"8."8"8- 

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156 

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28 
24 

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1,953 


!!!!!! 





12,687 
4"l"r,7,V 

i  ..v.. 

■l',.564 
3f 

488 
16,296 
15,4,52 
11,180 
4..T08 
27,500 
272,416 
88,968 

■'46;i"98 
905,276 

"i9,'4.59 
>       43.196 

""31 

\,  i'l",.545 
1       704 

1 

:      1  'M-n 

1 

1 

i 

45,i)88 

8 

2,812 

^  ■■".5,"3"00 

"26 

5 

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19,084 

624!     6: 
344       5S 

5.824    ... 

1,680^  .... 

"i".648  *;"r:" 
80,204  i.o;«j 

'.Z'.'^""i^ 

13,4^5 



6,.584 

3,037 

1,484 

440 
3,452 

"ii^ 

444 
156 
86-1 

.... 

1 

1 

.        6;416 

!         4,784 
>       61, .564 
1       67.644 
J           724 

)  ■■i6;2a6 

<       12,516 

"l','J3( 

"iVm 

1 

3 

1       5 

1)  ...... 



"iii 
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85,208 

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"ihl 

41, .let' 

14,^ 

1  1,604 

1 

i 

700 

61- 

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i  '.  ." 

\ '.'.'.'.'..'.'. 

"■■.T2    "3: 

4    "■i6!4"86 

1 

7.V>96 

1 
1  •■•• 

5,992         5,992 

481.761 

1)3;)1,978  1,181,484  146,5.".a 

517.40: 

i:i5,708  3,5S( 

)  38,00^ 

i;447,4H 

.■18.00 

*  1,71.5.9-28  5.;i;i9.:)00 

alive  export  tm<lc  of  diflVrent  ports.    The  correct  qu!iiitiH(!s  anii  values  arc,  however,  ascertained  Iroiii  the  custom  • 
iwa  countries.   The  inland  iinuortH  of  each  country  arc  tlie  only  true  nicusurc  ol  the  respc(-tive  i-xport-i  of  each. 

THOS.  C.  KLlit'KR. 


!l.i 


•-'U 


m 


in 


i 


■iOnB 


1^1     ' 


^1 


!    ' 


|:  i 


?:  ' 


5^ 


476  S.  Doc.  112. 

No.  14. — Exports  of  the  principal  articl  «  of  Canadian  produce  and 


AxhM,  pot 
and  pearl. 

Plank  and 
boards. 

Bhingle*. 

Cowi. 

Iloriei. 

Wool. 

Wheat 

Portt. 

i 

1 

f 

112 
6 

9 

■a 

1 

s 

t 

s 

1 

i 

1 
B 

3 
73 
> 

1 

E 
s 

i 

■3 

iZ 

^ 

•< 

1 

! 

1 

> 

1 

0       : 

Anihembiirg 

Bath 

($2,032 
168 

■9,812 

'■f,266 

1,700 
68,708 

'6,160 
'9,336 

i'3'.666 

3,654 

30,000 

"l',9.5l 

2,000 

38.095 

73,000 

'"958 

^ 

224 

""67 
*  2,366 

"i',266 

24,140 

"""636 
90 

a"l",988 

'"246 

180 

9,916 

i',546 

i^,848 

3,764 

540 

7,600 

■■346 

400 

7,100 

17,812 

■■236 

■■■66 


""ia 
""566 
""976 

3,556 

""144 

90 

30,800 
4,571 

'"3i)",886 
50,1441 
425N)! 
2,6491 
310 
9,71» 
158,06,1 

i4,9a'i! 

18,04g, 

1081 
11,560 

""97;44l)! 

47,424 

216,.540 

7,466 

14i.8;i!»i 

1,13,-i 

"  '  5,9071 
35,649' 

2,616 

14.;)75 

10,648 

221 

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1,312 

"2.4.36 

i;oo7 

9.36 

7.286 
245 

1591,288 

8;i..'t:a 

a5,184 

1,334 
■■8,226 

9,640 

'l'4',.M4 
9.076 
6,388 

.'il,004 
1,716 

Xi 

3,.^'B 

92 

J',l94 
59 

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59 

1,110 

512 

3 

"".38 
395 
356 

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3,934 

93 

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80 

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68 

1,413 

713 

4 

■■■.w 

420 
368 

■■366 

■■■66 

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132 
140 

.... 

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41 

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'349 

154 

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1 

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2,176 
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"i'lh 
5,368 

693 

■■■46 
2",,576 
■■"46 

l',764 



3,076 

2,696 

■■246 
12 

■■^6 

24,640 
"236 

■■32 
29 

"■.'5 
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"28 
911 

'164 

'273 
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377 

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86 

21 
177 

'167 
91 

'isi 

'347 

13.1 

16 

41 

'552 

'398 
1,154 

■■$■928 
3,440 

'■■248 

'■i',666 

'l'624 

16,880 

■  3'-^84 

■14,1 76 
■■■366 

■■'466 
22,453 

'  ■i'666 

5,100 

1,848 
3,120 

■Kho 

4,904 

'3,628 

'6*668 
6.652 

760 
1,068 

38,264 

19,344 

70,540 

*  "ub 

40 

Kiirwoll 

Bcllcvillo 

:«8 

9,464 

Bondhoari.   ... 

Chatham 

133 

'"as 

3,192 
"'660 

C'hlp|M!wa 

Coboiirfi 

<;olborne 

(Credit 

Dolhoiii-it- 

140 

""h 

74 

3,500 

""'52 
3,700 

Darliiigtun 

Dover 

Dunnvillr 

Fort  Erie. 

ftoderich 

3 

"163 
16 
36 
10 
44 

84 

"3,764 
400 

1,000 
400 

1,320 

"878 
4.794 
6,027 
6,149 

"  4,518 

63 

60 

347 

""".56 
4,983 

""466 

■4,392 
.^3,296 
38,419 
40,600 

27,168 

320 

484 

2,512 

"408 
23,776 

Grafton 

ilaiiiilton 

Hope 

Niagara 

Oakville 

Owen's  Bound... . 
Penetangiiisheni'.. 
I'ictou... 

Uiieenston 

.... 

Rowan . 

Sand wicli  

41 
50 

'l,6s4 
1,600 

'2,796  '"el 

Sariiia 

Ptanley 

"iis".;fiii 

30,6>i 
69,000i 

i:iv 

1.4:!1 
1,410, 
3,0T4| 

! 

»>, 

1,24:)! 
23; 

w 

60i, 

soo 

491 

siii 

■iiifli 

38,e.w 

Toronto 

96 

*  "386 
97 

1,680 

'6.948 
2,172 

276 
'2,537 

8 

3,093 

3b',296 

56 

261 
■■377 

■■■36 

1,132 
■■4I6 

■■■33 

Wfillineton 

Whitbv 

Bropkville 

Maitlnnd 

Diekenson's  Land 
iniF 

610 

425 

"""11.3 
'""'25 

608 
3.048 
1,936 

"1,6.12 
'"146 

10 

35 

310 

8 

40 

36 

430 

8 

109 
207 

'9I3 
196 

""e 

"268 
3,100 

"55 

"161 
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1,088 

i,!m 

2,376 
2,072 

'■■44 

■r,864 

35,500 
■■766 

■'866 

"'86 

Mariatown 

PreKcott 

"34.^ 

■"16 

"6,472 
""266 

Riviere  aux  KaisinH 

IJ't.  Regis 

€larencevillc 

FreliKh.>ibiirfi 

HtTcford....  .. 

Hfrnmincirord 

HuntinKdon 

liacoile 

Montreal 

800 

108 



6,400 
760 

i"7",8.36 
34,428 

i'4',276 

28 
I94,.T28 

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"""« 

"r,.588 

■■i;"t2 
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Philipsbiir)! 

Potton 

ttiiebec 

Stai  ■tPiul 

102 

""26 
13,259 

3,032 

""'580 
.373,892 

3,559 


3 

.^1,896 

Pt.  Joi:n 

Siulte  Ste. Marie. 

40 

34 

5,769 

400 

900 

30,:M8 

■""s 

2,142 

'""I3 

2,384 

"at 

7 

'■324 
96 

1 

Millord 

1.4", 

New  Ca.'-tli' 

1,70«| 

lieauee 

Putton 

Bruee  Mines 

!! 1 

—1 

Total 

15,685 

437,276 

116,568 

795,036 

12,198  15.168 

6,608 

77,.')00 

4,286 

215,068 

286,691 

.')6,860 

1,205,5931 

' 

The  year  IS.in  was  tlie  first  in  wliieh  any  return  of  ex|iorfs  inland  was  made.     It  is  e.^timnted  that  about  90  pc; 
frequent  rntereour^e  tliat  full  and  regular  reports  of  alt  outward  cargoes  are  scarcely  tu  be  expected. 
Montreal,  May  1, 18;i2. 


IVIieM. 

—      " 

a 

1 

>» 

, 

'3 

« 

3 

■3 

a 

fa,m', 


5,330 


47,000 
L-.M,! 

I3l>,74» 
460 

'4,732 


4W>6 
ll.).308 
.13.584 
51,732 
1,008 
6,196 
1,408 
3,04'? 


6^ 

urn 

932 
16 

""mi 

""m\ 
ml 

'"232I! 

"6,632,  ! 

493' 


idian  produce  and 


S.  Doc.  112.  477 

utinufacture  to  tlic  United  States,  by  inland  routes,  in  the  year  1850, 


Wool. 

Wheat 

i 

.1 

3 

i 

■a 
> 

Quantity,  bushels. 



!8 
0 

8 
W 

!4 

iO 

i4 

6 
10 

m 

)2 

10 
H) 

18 
JO 

10 
)4 

)8 

a 

iO 

j8 

j4 

44 
40 

20 
40 

"ofiih 
"i',266 

1,700 
68,708 

*6*i66 

'9,336 
i'3.666 

3,654 
30,000 

• 

"i','i5i 

2,000 
38.095 
72;000 

958 

'"224 
""67 

"i',266 

24,146 

'"636 
90 

«i',9a8 
"246 

180 
9,916 

i',546 
'l',848 

2,764 

540 

7,600 

"246 

400 

7,100 

17,812 

"236 

'"68 

'"ia 
"566 

"976 
3,556 

"i44 
90 

.')6,860 

30,800 
4,571 

"»)',6S6 

50,144 

43.2m! 

2,64a] 

310 

9,719 

158,063 

14,9«! 

18,042, 

5,4791 

10»| 

11,580 

"97!44l)i 

47,424 

216,540 

7,466 

14;,St9! 

1,13,-- 

'  "5,9fl7i 
35,649' 

1 

"iia',:t2ii 

30,6T!'i 

69,0D0; 

IK 

1.4-31 

1,410, 

3,o;4i 

i 

978i 

aoiii 

l,243j 

23i 

UP 

edi'i 

500 

491! 

j 

sjii 

31 

38,e:.8: 

""uii; 

1,700] 

1 

1^5793! 

38 

266,691 

iVbeat. 

Flour. 

Barley  and 
Of. 

BraiM  Mid 
peane. 

Oala. 

Butler. 

BW>. 

1 

1 

1 

> 

1 

1 

a 
> 

1 

a 

i 
? 

i 
i 

■z 

i 
? 

0^ 

1 

i 

Of 

i 

•a 

i 

'£• 

i 

s 
<3 

i 

a 

i 

> 

i 

1 

}-j:t,i72 

3,424 

37,608 

3i,l«4 

1,984 

"176 

2,000 
2,124 

1  KTr. 

$400 
424 

'""336 

"56' 

'"9" 
1 

'$■188 

"ioi 
4 

ii; 

'  jj''>36 
26,496 

1,892 
428 

9,176 
12/)t)8 

7,424 

:« 

'"466 

43'> 

3,016 

1.8-14 

11,200 

i,:m 

120 

8,680 

6,836 

88,080 

""72 
1,292 

'2,268 

2,888 

12.836 

16,264 

2.4(H) 

36,880 

27,188 

176 

1,248 

10,364 

88 

'  "26 

180 
2,6:J6 
1,310 

961 
6,.i08 

'"e'm 

4,988 
2,216 
9.372 
3,400 

484 

18,764 
36,084 

6'3*,626 

14,648 

•222,020 

7,9i'i6 

208 

1,.544 

1,004 

444 

'4,632 

«25,604 

36,47>J 

ll3.7iU 

201,940 

;W,884 

45,91-J 

30,416 

54,.58<) 

2.21B 

237,i;« 

304,433 

6ti  130 

1,444 
"r8',756 

$5,16-1 
"'75',624 

10,l!»3 

3,664 

309 

1,909 

«4,172 

l',446 
124 
956 

2,879 

*3'7-2K 
160 

3r, 

"448 

jl,152 

'l',8&i 
64 

1 

164   

"266  !'.'.!!! 

'5,7!6 

"iJ3J344 

103,;>48 
13.112 

i3,aw 

4,05-J 

100 

10,7W 

,1,320 

tiiuie 

47,000 

UM,904 

.V>96 

l.'Hi740 

460 

36,666 
69,.570 
12,141 
17,105 
2,878 
1,360 

52,890 
7,685 

22,925 

1,270 

3,679 

39 

■"564 

120,000 

278,280 

45,708 

47,248 

7,7U4 

5,336 

'*2l'o',4i6 

30,740 

93,032 

4,932 

14,716 

160 

""2',456 


"742 

"288 

"243 

'96 



80 
100 

2,oja 

141 

iw 
'Vjiio 

20 

24 

.1.36 

"6,941 
36 
40 

"i',6y« 

108,633 

15,600 

36,:<80 

6,939 

4,8;« 

352.100 

127 .9-28 

388,0!« 

11,129 

178,940 

2/JGO 

484 

i4,ooa 

34  ,.500 

40ti 

SC,672 

:i6,040 

7,;k« 

1 19,949 

»)i;we 

5:),87-i 

i;r7,6i2 

73,284 
63,56 

6,122 

"eoo 

12,003 
3,778 
1,333 

i',496 

"^4 
3,472 

5,664 

"m 

l',242 

514 
6,108 

'"si 

".W8 

260 

3,736 

*  "ii 

'"49" 

'ii'V 

l.W 
576 

"es' 

4 

"'6' 

"36' 

124 


942" 

"ioo 

"l",iV)0 
1.800 
5,.j76 

"l',6.^6 

28 

""ee 
"  '.^146 

4,164 
1,044 

ri',244 

'  'l',26:'i 
'""'72 

"""256 

•"ia 

"728 
'"26 

■4.732 

3,666 
"74.5 

*4',56i 

8,.W4 

I'.m 
"368 

2.148 
3,428 

"543 
"74 

i',297 

2,7a5 

5,816 

500 

116 

'  '27-2 

""44 
";'j72 

i.;m4 

3,172 

2,'>2 

60 

m,m 
16*666 

438 

45 

3,224 
12,320 

15,223 
'2,2i9 

;i67 
'  2,276 
"isi 

'"388 

fj3',i88 

"ii',(iim 

92 

16 

644 

3,424 

'2,284 

"446 
112 

"'388 

""28 

40,9.56 

1I.-),30S 

.■e;584 

51,732 
1,008 
C.196 
1,408 
3,04S 

"'620 

um 

932 
16 

10,666 

34,348 

2,643 

13,i500 

237 

'  *4'o',6i6 

137,392 

10,512 

54,000 

1,012 



"366 

*"ii 
"33 

"246 

'"i-3 

869 
922 

'"36 
'"■74 

318 

468 

"'12 
"'28 

4,>J68 
12,300 

'"246 

728 

4 

1,792 

80 

68 

300 

"56' 

"32' 
40 

".552 

"366 
428 





.%864 
14,608 

4,928 
10.264 
23,424 

""m\  '"26 



"i69 

'"60 
1,000 

'"44 

"'36 
2.52 

'."404   '"ii 

.■iOO         50 

'364' 
80 

i;« 

31 
"iw' 

"262 

8()() 
1,4H4 



', 

... 

4,988 
11,696 
43/>76 
12  144 

•232 

'ii",03a 

19-2 

63 
"366 

32 
"32t') 

4,567 
""r,4.5i 

712 

"*388 

31;^' 

4)444 

"l'6l'i48 
106,873 

'  78  438 

""ie 

"'58',636 
72 

546 

4 
181,192 

3-2 

1,9;«5 

'"ii 

'"46 
4 

2,384 

...... 

.•.'t4j       i 

Sr.lioi  42,310 

"i,m: 8 

1.360{      484 
..,, 

4,767 

'  '976 

12 
2,120 

"38S 

25,947 

"i88 

76 
13,912 

'"92 
1 

701 
391,052 

"""26 

140 
103,140 

.  ...^ 

'""i64 

262 
935 

"'34" 

2.;t32 
9,224 

"384 

1 

.•)78,495 

1 

•2'4",9i6 
25,786 

30,984 

1,237,844 

79.56 

608 

4.428 

37,288 

444 

104 

4,033 

iliW,780;452,589 

l,453,376j  62,591  29,708 

56,549  29,292  655,039i  157,352 

4,712* 

46,328 

387,269 

687,948 

5,009,480 

Pritimatod  that  about  90  per 
J  be  expected. 


cent,  should  be  added  to  tlw  above  for  tlic  real  over  the  reported  exports.    There  are  bo  many  ferriei  and  lucli 

THOS.  C.  KEEFEB. 


m 


478 


I 


u 


&  Doc.  112. 


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S.  Doc.  112. 


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S.   Doc.  112. 


No.  16. — General  statement  showing  imports  into  the  port  of  New  Carl'ulf 
district  of  Ga^pSf  fur  the  year  ending  January  5,  18-52,  distinguishing 


the  countries  from  whence  and  the  route  by  which  imported. 


Arliclei. 


CofTee,  grren cwt. . 

Sugar,  rtfin)  d do. . . 

nOier  kinds do... 

Mola»8f  8 do. . . 

Tea lbs... 

T'lhncco,  manufactured. . .  .do. . . 

S  uff do... 

'Wine gallons.. 

Fi uit,  dried 

Spices 

Vinegar gollona.. 

Cocoa  and  chocolate.,  .pounds  .. 

OIm«s 

Leathi  r,  tanned 

Oil,  except  palm gallons. . 

Pork,  mess cwt 

Manufdct'd  candles 

cotion 

leather  boots do 

hardware 

^  linen 

wool. 

articles  not  enum'd. 


Coal 

iJyestuflTs 

Iron,  bar,  rod 

Inm,  boiler  plate 

I  ron  hoops I 

L>.rd 

Lead 

Piich  and  tar barrels. 

Rope 

R  Nin  and  rosin barrti . 

Tatiow , 

Other  articles  not  enumerated.. ,, 


Total  quan- 
tities. 


12  9  37 

1  22 

172  0    5 

434  U  17 

10,R4I 

1,256 

9i 

35 


589 
lUU 


459 
b 


Total 
value. 


U4 
.... 


Free  goods. 


$164 

4 

9iM) 

1,016 

2,744 

a,3-2b 

2U 

28 

12 

32 

76 

4 

4 

300 

344 

44 

1U8 

5,092 

2,0!-4 

1,448 

2,340 

5,120 

6,684 

84 

24 

192 

16 

28 

96 

76 

22(i 

544 


From  Prom 

Great  Brit- ',    United 
States. 


am. 


4 
],2.')6 


33,. 500 
20,176 


Total  imports 

Free  Goods. 

A  nimnl!>,  pig^ number. 

Boi  ks  do... 

Dialings 

Maise 

Soda 

Beef pounds. . 

Bread cwt 

Chocolate. pounds.. 

Flour barrels... 

Fish cwt..... 

Milestones number., 

Uil,  fisli gallons. . 

Pork pounds.. 

Salt... bushels.. 

Wood 


53,680 


12 
*32 


200 

1,215 

175 

365 

4,856 

1 

360 

1,400 

18.640 


8 

3,308 

16 

1.728 

l:',oJ2 

28 

280 

136 

1,552 

440 


20,176 


•» 


1,668 


28 
76 


156 
344 


]0» 
5,1184 
1,956 
1,168 
2,340 
5, 120 
5,524 

36 


192 
16 
28 

116 
76 
32 

544 


4 
1,256 


25,904 
13,9:20 


3!),  828 


32 


3,308 
'i,'636 


Prom  Brit. 
whN.A, 
colon  iei. 


fi60 

108 

60 

i)2 

4 


-I- 


1,288 


13,920 


>§•••••••< 


840 

9111 

\M 

9,333 

16 


i\ 

4 

110 


121 
276 


i.isn 

44 

2( 


13j 


340  !        7.23n 

I      6,m 


340  ;       13,5 


i\ 


li 
I2,ei'i 

m 

m 


6.2 


All  the  goodt  imported  have  been  by  sea. 


J.  FRASER,  CdUnOt. 


of  New  Carl'ult, 
>2,  distingu'uhing 
sd. 


Prom 
United 
States. 


Prom  Brit. 
iah  N.  A. 
colnniei. 


f60 

108 

60 

92 

4 


840 

9I)« 

l,Oiitj 

3,233 

16 

28 

b 


4 

41 


44 


4 
1-21 


1,15} 
24 


m\ 


S.  Doc.  112. 


481 


>o.  17. — Ahsfract  of  the  trade  of  the  port  of  Qttebcc^  thotving  the  thipa  and  toti- 
tiogc  employed^  and  the  relative  value  of  the  imjmrta,  diatingnishtng  foreign 
soods  from  goods  of  British  produce  and  mamifacture,  during  the  year 
ended  January  6,  1552. 


Countries  from  which  veuela 
entered. 


•  •  1 1  *  <  1 11 

340  \ 


7,23! 

1              340  ; 

13.  M 

13 

\       

:;  :•.:■.:::::;! s 

a             

18 

c         

S 

12,  Ol'! 

23 

4U 

8    

0 


J.  FRASER,  (WW*- 


United  Kingdom 

British  North  American  colonies. . 

Gibraltar 

France =  •  •  • 

Spain 

Poriiigal 

Sicily 

I  Amsterdam 

I  Antwerp 

i Hamburg 

Norway 

Maderia ••• 

Canton • 

West  Indies 

I  Value  of  sundry  goods  for  ware- 
house....^  • 

I  United  State 


From  place  of 
entry. 


889 

183 

2 

16 

37 

1 

1 

1 

1 

6 

8 

1 

1 

13 


Total. 


145 


1,305 


Toiu. 

400  798 

18,461 

581 

4,699 

13,294 

299 

S12 

262 

1,436 

3,030 

213 

315 

3,588 


86,504 


535,821 


Val 

ue  of  imports. 

British. 

Foreign. 

Total. 

12,342,876 

12,342,876 
134,408 

134,408 

$340 
29,360 
8,264 
6,428 
5,368 

^ 

.1 

yi,     ' 

10,728 
3,000 

*i35,184 

9.012 
27,316 

35,348 
129,128 

,    • 

129,123 

2,477,284 

264,316 

-^mmm 

•rhe  value  opposite  foreign  places,  except  the  United  States,  is  that  which  was  entered  for 
home  consumption.  The  balance  of  $35,348  was  placed  in  the  warehouse,  of  which 
no  separate  detail  was  kept. 


separate  detail  was  kept 
CusTOM-uocsE,  Quebec,  January,  1652. 

33 


# 


J     1 


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482 


.fS' 


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S.  Doc.  112. 


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S.  Doc.  112. 


% 


No.  20. — Oeneral  statement  shotclng  the  imports  into  the  port  of  Quelrcfjf 
the  year  ending  January  6,  1862,  distinguishing  the  countries  from  whence 
ana  the  route  by  which  imported. 


ArtiolM. 


Total  quanlU 
tiu. 


Total  value  |  Total  value 
via  the  Uniied  by  eea,  via  St. 
Slates,  inland.    Lawrence. 


ENTERED  POK  CONICMPTION. 

Coffae,  green cwt. . 

Sugar,  refined.., ...do.. 

other  kinds do.. 

nolosMs  ...•...•.•... ..do.. 

Tea lbs.. 

Tobacco,  unmanufactured do.. 

maiiufaclured do. . 

Ci^ra do.. 

Spirita,  brandy galla. . 

Gin do. . 

Rum do.. 

Whiskey do.. 

Cordials. do. . 

Wine do . . 

Rice 

Salt bushels. . 

Fruit,  green 

dried 

Spices 

Confectionery  and  preserves 

Maccaroni lbs. . 

Vinegar galls . 

Groins,  barley  and  rye 

Beans  and  pease 

Meal . 

Flour bb!r,. . 

Provisions,  butter cwt. 

Cheese do. 

Meats,  salt do.. 

H  ops lbs . 

Ale  and  beer galls. 

Cocoa  and  chocolate 

Fish,  salt  and  pickled 

fresh 

Furs 

Glass 

Leather,  tanned 

Oil  of  all  sorts galls. 

Paper 

Seeds 

Manufactures,  candles 

cotton 

leather , 

India>rubber 

iron  and  hardware. . . . 

linen..., ,, 

silk 

wood 

wool 

Machinery 

Articles  not  enumerated 

Burr  stones  un wrought, 

Chain  cables 

Coals ..tons.. 

Dyestuifs lbs. . 

Ffax,  hemp,  and  tow. tons. . 

Hides...... 

Jnukand  oakum cwt.. 


1,207  3  36 

l,-274  S  34 

^h,Wl\  0    1 

20, 109  0  10 

310.360 

335,083 

91,583 

1,548 

34, 540 

S7,59li 

7,06.'; 

1,059 

63 

65,52i> 


314,333 


1,510 
14,775 


371 

2  0  19 

83  3  33 

199  3  10 

340 

10, 553 


87,'<404 


1,000 


60, 855i 
15, 148 
19  3  18 


291 
"3,528  2  15 


#3,100 


Total  wins 
of  the 
whole. 


15, 593 
4,36d 
7,3M4 
1,393 


453 


953 


1, 193 


444 


84 


16 


260 

373 

3,068 

68 
640 

92 


1,048 


5,480 
4,960 


1,493 
'14,096 


4 
3,304 


|8,79G 
9.54H 
114,053 
37,064 
65,396 
11,053 
3,933 
5S8 
17,733 
9.380 
1,964 
1,180 
100 
30, 640 
7,464 
18,834 
3,333 
7,584 
6,360 
708 
148 
1,813 
136 
38 
3,793 
533 
8 
l,06d 
944 
40 
5,504 
733 
29, 128 
2, 156 
14,193 
24,856 
14,488 
49,  l.-JS 
7,364 
392 
3,  .^68 
31N804 
8,536 
156 
403,744 
75,644 
101,85-,i 
9,164 
339, UbO 
4,440 
346, 188 
1,3U0 
43,734 
95, 976 
6,712 
19,344 
1,164 
12,860 


$11,89(1 

PiiCiiana  u 

9,5(4 

IM,fl,VJ 

Rope 

Reiin  and  r 

27,lifi4 

Suel 

70,(j5i 

Tillow.... 

15.4'j'l 

All  other  ar 

*I,2I6 

Pork,  mess 

l,9iO 

Leather  boo 

17,73i 

9.:3i 

l,9li( 

1,I»0 

Maize 

mo 

Other  free  g( 

31,. Wi 

7,41)1 

18, 8« 

Yaiueofsun 

'iM 

for  the  wai 

8,  "5 

6,3ffl 

7(H 

m 

I.SIJ 

13( 

'rom  Great  1 

^ 

■fom  the  Un 

3,!);j 

^011)  British 

9;5 

Fiom  other  c( 

l.Oii 

4i 

5,M. 

Note.— C 

13; 

teiurn. 

29,11 

2,1.'* 

CtriTOH-HO 

14,U: 

i25,2i 

16,M 

49,23 

J. 

3,y 

319,  tj 

e,53 

5,  a 

m:fi 

75,« 

mi.sj 

• 

34ii,j; 

36ll,!t 

43,5 

95,3; 

6,i. 

2.',» 
1 1I 

ort  of  Quelrc  f/r 
tries  from  ichcna 


ital  value 
tea,  via  St 
Bwrence. 


Total  wlu( 

of  the 

whole. 


|8,706 
9,548 
114,052 
27,01)4 
b5,S»6 
11,053 
3,93-2 
5S8 
17,732 
9.280 
1,964 
1,180 
100 
30, 64U 
7,464 
18,824 
3,232 
7,584 
6,300 
708 
148 
1,812 
136 
28 
8,792 
532 
8 
1,068 
944 
40 
5,504 
732 
29, 128 
2,156 
14,192 
24,856 
14,488 
49, 152 
7,364 
392 
3,  f)88 
31f,804 
8,536 
156 
403,744 
75,644 
101,85.i 
9,164 
339, ObO 
4,440 
346, 168 
1,3U0 
43,724 
95,976 
6,712 
19,244 
1,164 
12,860 


(11.896 
9,5tl 

114, OL) 
27. 0«) 
7l),8sd 
15.4iM 
11,316 
1,9-0 

9,731 

l,9fil[ 

l,ltj0l 

luoL 

31,5!!']l 
7,4bl| 
18,e'2(l 

8,  "SI 
6,3«| 

IIH 

l.sli| 

13(1 

^1 

9;sl 


S.  Doc.  112. 

STATEMENT— Continued. 


48A 


Articles. 


ENTERED  rOR  CONICMPTION. 


.kega.. 


Urd 

U«ti ; 

OfMofmet  la 

pjiciiond  tar • bhia. . 

Rope • tons.. 

Bciin  and  rosin barrels 

Sieel ton"-- 

Tallow 

All  other  articles  liable  to  duties 

Pork, mess ....tons.. 

Leather  boots  and  shoes 


FVet  goods. 


Mai« 

Other  free  goods 


.bbls. 


Value  of  sundry  other  goods  entered 
for  the  warehouse 


Total  quanti- 
ties. 


Total  value     Total  value 
via  the  United  by  sea,  via  St. 
States,  inland     Lawrence. 


448 


9,195 

616  10  0    3 

3.391 

33  17  0  32 


67  13  3  14 


17,461 


•1,819 


476 
"72* 


7,666 
"l3,m 


792 


93,456 
20,536 


113,993 


Total  valiM 

of  the 

whole. 


•1,976 
3U0 

3,916 
97,748 

3.334 

5,013 
15,7.36 

5,796 


600 


S,744 
51,200 


3,474,738 
746,888 


3,331,616 


•1,819 

1,376 

900 

4.393 

97,748 
3,396 
5.019 

93. 404 
5,796 

13,808 
600 


5,744 
51,993 


3,568, 184 
767,434 


3,335,608 


From  Great  Britain ^713,625 

From  the  United  States 39,277 

From  British  North  American  colonies 40,889 

From  other  countries 41,119 


833,903 


13,850.500 
157. 108 
163,528 
164,476 

3,335,613 


Note.— Goods  arriving  at  duebec  for  transhipment  to  other  ports  are  not  comprised  in  this 

iRturn. 

CDIT0H-H017IE,  duEBEC,  Jonvary  21,  1853. 


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490 


S.  Doc.  112. 


=>    f 


No.  22. — An  account  of  the  staph  articles,  the  produce  of  Canada,  (^t.,  ex- 
ported in  the  year  ended  1851,  as  compared  mlh  the  year  ended  1850. 


PORT  OF  QUEBEC. 


Description  of  articles. 


"* 


Apples barrels. 

Ashes,  pot do. . . 

pearl do. .. 

Ash  timber tons. . 

Barley • ininots. 

°  Battens pieces . 

Beef tierres. 

do, barrels. 

Birch  timber tons.. 

Bi«cuit cwt . . 

Butter .pounds. 

Deals,  pine  and  spruce '. pieces. . 

Elm  timber tons. . 

Flour barrels. 

Handspikes pieces . 

Hoops .do . . . 

Lard pounds. 

Lath-wood  and  firewood cords. . 

Maets .pieces . 

Meal  (corn  and  oai) barrels. 

Oak  timber tons. . 

Oars pieces.. 

Odts bushels. 

Pease  and  beans do. . . 

Pine  timber,  red tons.. 

white do.. 

Pork .barrels. 

Shingles bundles. 

Do pieces.. 

Spars .....do... 

Staves M . . . 

do.  other do . . . 

Tamarack  wood ,. tons. . 

do       sleepers ....pieces. 

Furs  and  skins 


1851. 


duantity. 


Value. 


716 

3,n82 

2,3W 

3,01G 

1,040 

4,!r9S 

SO 

564 

3,252 

1,302 

388,263 

3,449,611 

3.3,618 

141,143 

5,323 


45,472 

5,  ^07 

671 

9,8^17 

28, 10.J 

9,074 

5,827 

11,543 

90, 488 

410,091 

2,690 

50 

44,000 

2,232 

236 

3,877 

430 

19,758 


S2,404 
86, 900 
37,372 
14,900 
408 
1,960 

5,268 

18,468 

4,376 

26,596 

937, 480 

196, 124 

570,876 

900 


2,256 

32,080 

67, 100 

9,976 

189,308 

4,536 

2,276 

8.960 

456,232 

1,508,. 528 

30,  424 

I  250 

44, 640 

34,076 

348,060 

2,028 

4,(i6S 

12,208 


4,671,048 


1850. 


duantity. 


588 

2,434 

1,092 

1,713 

3,470 

5,583 

<  121 

{  692 

4,613 

1,035 

182,023 

2,995, 764 

3S,]66 

151,094 

12,415 

6,200 

4, 320 

4,423 

620 

9,970 

27,600 

17,435 

11,541 

6,543 

89, 652 

326.033 

ii,m 

J  271 

\       52,000 

3,2i9 

4.'52 

3, 622 

915 

28, 195 


Val 


ue. 


«1,7G4 
6.7i!0 

3I,0U!) 
fi,lil52 
1,120 
2,080 

I      9,408 

28,521 

2,911 

22,628 

581,781 

2^11, 9:6 

643,028 

2,CS3 

2110 

392 

26,252 1 

62,  ( 

8,6 

251,(1111] 

8,'J20 

2,7 

3,7<8| 

468,976 

1,055,056 

23,7:8 

\         ^1 
64,580 

5s,m 

SG3, 100 

iM 

5,^08 
ll,7l!8 


3,881,2M 


Custom-house,  CIuebec,  March  13,  1853. 


S.  Doc.  112. 


491 


Canada,  ^r.,  ex- 
\r  ended  1850. 


1850. 


uantity.        Value. 


588 
S.434 
1,1192 
1,713 
3,470 
5,583 
121 
692 
4,613 
1,035 
182,023 
3,995,764 
3S,166 
151,094 
12,415 
6,200 
4,320 
4,423 
620 
9,970 
27,600 
17,435 
11,541 
6.543 
89,652 
326.033 
2,394 
271 
52,000 


«1,7G4 
6.720 

31,  OUR 
fi,852 
1,120 
2,0B0 

9,403 

28,521 
2,944 
22,628 
584,784 
2!2li,9i6 
643,028 
2,080 
2110 
392 1 
26,252 
62,  H 
8,6681 
251,004' 
8, '3 
2.76' 
3,7<8  I 
468,9:6 
1,056,(156 
23,7:8 1 

]         348 


3,2v9 
452 

3,622 

915 

28, 195 

64,581) 

.58,340 

263.100 

4, 6^6 

5,l!08 

11,768 

3,881,2^0 

I 

>o.  23. — An  account  of  the  staple  artirhs,  the  p'oduce  of  Canada ,  djr.,  ex- 
ported  in  the  year  ended  5th  Januarj,  1852,  as  comjfared  with  the  year 
ended  5th  January,  1851. 


PORT  OP  MONTREAL. 


Description  of  goods. 


hcetateoflimc. 
ApplM 

ishcs.po'-,"" 
lAsbes,  peaf'.'- 
I  Bacon  tnd  hams. 


iBilMni' 
IBarlejr.. 
I  Beef... 


■  Beeswax. 

iBIscuit. . . 


Year  ended  January  5, 1852. 


iBnn 

[Brandy 

|Bricl(8 

iBronms,  corn.... 
Builer 


ICandles. 


ICast'iron  ware. .  ..... 

ICh>:e8e ■ 


ICIocks 

Corn,  Indian. 
Fiour 


furniture  . . . . . 
Fun  and  skins. 


GI999.. 
Breafie. 


38  ca«k8. 

515  barrels  fresh  and  1  box  dried 

3 1  ,C42  barrel 

6,221  barrels 

4  hhda.  bacon ;  5  hhds.,  38  tierees,  and 
32  casks.  17  barrels,  J  barrel, 3  boxes, 
and  450  loose  hams ;  of  these  5  nhds. 
and  12  loose  hams  foreign 

50  kegH  Canada  and  1  box  cherry. 

2  barrels 

298  tierces,  670  barrels,  and  12  half  bar- 
rels ;  of  these  23  barrels  beef  foreign . 

2  tierces  and  1  cask. 

2,909  bagR— 1 ,468  Canada,  1 ,44 1  manu- 
factured in  bond. 


20  hogshe-ids  (foreign.) 
491  bags. 


Year  ended  January  5, 1851. 


doDfa 

Hone/ 

Horns  and  bones. 
«d 


[.umber,  viz ; 

Boards  

Deals 

Billets 

Handspikes  . 

Maple    

Oars  ....... 

SB\v^d  pine.. 

AValnut 

Stavrs,  std.  and 
b.irrel. 

Pnnr.heon  ■ . . 

Heading... 
leal,  Indian 


55  dozen,  1  package,  and  1  broom. 

20,767  kfgs,  4  barrels  and  12  half  bar- 
rein,  164  firkins  and  251  tubs,  3j 
minots. 

113  boxes— 10  British,  3  Canada,  100 
manufactured  in  bond. 

18  stoves  anil  8  pieces. 

1 12  tierces,  77  barrels,  4  boxes,  2  pack- 
ages, 1  cask,  1  case,  1  cheese. 

8. 

5  4  658  bushels  and  200  bags 

230,466  barrels— 224,403  Canada,  6,063 
foreign. 

11  packages. 

15  packages,  16  casks,  S  cases, 
■  1  tierce,  1  barrel,  and  1  bale. 

13  boxes  and  9j  boxes. 

41  ke?8. 

29  half  barrels. 

7  tons,  2  cwt.  and  5  pounds. 

3  b<  xes,  3  tins,  and  1  case. 

6,490  horns,  anu  51  tons,  6  cwt.  bones. 

236  barrels  and  1^8  kegs ;  of  these  200 
barrels  foreign. 


1  pun. 


6,907  pieces. 
1,212  pieces. 


144 

9  logs. 
875  pairs. 


5  OnO  feet. 

222,739  pieces  std.,  8,248  barrel. 


292,183  pieces. 
2O0O  pieces. 
1,5J1  barrels  . . 


M 


909  barrels  fresh. 
14,844  barrels. 
7,250  barrels. 
518  paci^ages. 


19  barrels. 
1,853  barrels. 

65  barrels  and  204 
1,000  bushels. 

8,000. 
10,015  kegs. 

189  boxes. 

133  packages. 


41,491  bnshe's. 
129,740  barrels. 


l(^' 


r  I 


23  packages. 


35  tons  horns  and  bones. 
4  barrels  and  208  kegs. 


7,487  piece''. 
3.146  pieces. 
622  pieces. 
18,032. 

1,367  pairs. 
338  pieces. 

231,861  pieces  std.  and  bbl. 

375,400  pieces. 

1,472  barrels. 


492 


S.  Doc.  112. 

STATEMENT— Continued. 


Description  of  goodi. 


Meal,  oat 
flaphtha  . 

Oata 

Oilcake.. 


Oniona 

Ores,  copper. 

Pails 

Peas 


Pipes,  tobacco 
Pork  .... 


•  a*. ...I 


Saleratus 

Seed,  viz; 

Clover 

•     Timothy  ... 

Millet  ...... 

Flax 

Soap 

Starch 

Sugar,  mepte , 
Sirup,  maple 
Tongues .... 

Vinegar 

Wheat 

Whiskey . . . 


'  ••••••« 


Wooden  manufactures 
Value.... 


Year  ended  January  5, 1853. 


Year  ended  January  5,  igji 


1,019  barrels  and  13  half  barrels. 
11  cases  and  8  casks. 


88  tons,  8  cwt.,  3  qrs. 


160  barrels  and  34  bushels 

415  tons,  5  cwt. 

S'>  dozen. 

61,476  bushels,  543  barrels,  and  50  half 
barrels. 

Ibox ... 

3,7.32  barrels,  1  tierce,  and  4  half  bar- 
rels; ofthe8el,7J4  foreign. 

116  boxes. 

31  barrels. 

26  barrels  and  82  casks. 

6  barrels. 

19  barrels  and  260  bushels. 

19  boxes 

201  boxes  and  1  case  pulverized. 

7  boxes. 

1  keg  and  1  jar. 

55  kegs  and  4  barrels. 

50  barrels ■ . 

134,010  bushel , 

14  hhds.  and  4  qiiarter-casks,  (British.) 

30  puncheons  British  returned. 
71  packages. 


.•1,834,113 


533  barrels. 

1,073  minots. 

200  tons,  7,608  pieces,  and 

24  barrels. 
338  barrels. 


309,874  bushels  and  406  bar- 1 
rels. 

100  boxes  and  65  half  boxes. 
445  barrels. 


849  boxes. 


44  casks.. 
87,953  bushels. 


,..  tl,453,680. 


inded  January  5, 1851. 


74  bushels  and  406  bar- 

I. 

loxes  and  65  half  boxei.  | 

nrtelfl. 


a  Doc.  112. 


493 


In  addition  to  the  foregoing,  the  following  goods  were  exported  iu 
foreign  ships  from  this  port,  which  vessels  proceeded  to  Quehec  to  clear 
outward,  under  a  license  granted  in  virtue  of  an  order  of  his  excellen- 
cvthe  Governor  General,  in  council,  of  the  23d  Februaiy,  1850,  and 
whose  cargoes  will  consequently  be  included  in  the  exports  from  that 


Description  of  goods. 

Year  ending  January  5, 1852. 

innlM  ...>•••■•>>•••••••••••••■•••••••••. 

87  barrels. 

APPJ" 1 

D..f     , •••••f* • 

25  barrels  and  5  tierces. 

183  kegs  and  50  tubs. 
(!()!)  boxes. 

6, 367  barrels  and  613  half  barrels. 

6  tierces.                                           '^ 

Uamfl  .....•••• ■■•■«•■>•••• 

TorH • 

292  kegs.                ' 

340  pieces. 

100  pieces. 

1. 4&1  iiieces 

Lumber,  vIe: 

Boards  ......••••••••••••••<•*.••■ 

Planks 

Staves,  standard ........a. 

Duncheon 

4, 600  pieces. 
50  )arrel8. 

Hafani^Al  ..>>«>••>>••••■•....>■>>>■■■..■■•. 

Parvr  ..■«>>■..•.•«•••■•••..••.....•■...•• 

18  bales. 

Potk 

75  barrels. 

25  boxes  and  3,146  pounds  foreign. 
1.928  bushels. 

Wheat  ..••• ##••• •••■•••••. 

Value 

t29,804. 

CUSTOMHOUIE, 

Mmlreal,  January  6, 1853. 

R.  H.  HAMILTON,  CmptroUtr. 

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y,..  .30. — Almtract  of  merchm9i$r.  rrce'nrd  finm  thr/ronfirr  ilisir'uti*  otijoi 
\ng  Ciinudn,  and  rcuunhouttd  in  the  district  uj  AVii-  }o;A,  duii/ig  ti 
\jcar  1861. 


oin- 
thc 


Articlea, 


A'hw 

W 

B«fl«jr ' 

Buiwr.... • 

Cmion  and  wonted 

FirMOgine 

Fiiti ' 

fiouf ' 

Haini ' 

Leather 

Moccasins  ..ti.i.. 
Oatmeal. 

PeM • ' 

Skitii,  (Ireaaed  . . . . , 
undreaied . . , 

Wax ' 

Wine 

Wheat 


Pflckagea. 


9, 591  hnrrcU,  6  eaaea,  ]5|  barrela 

lOU  tierr«a 

907  buahela 

1, 340  Icega,  33  tubt.l  barrel 

3  eaaea 

In  5  ca«ea  and  I  bundle 

13  eaaea,  3  puncheona,  3  caaka 

350, 353  barrela 

16  caaka 

Sbalea 

7  eaaea 

900  barrela 

3, 439  barrela,  164 1  barrela,  5,641  buahela 

1  caae 

1  caae ...••• 

SObalea , 

91  pipea,  121  half  pipea,  4  quartera.. . 
719, 403  buahela 


DiiTRicT  or  New  York, 

ColUctorU  Cffict,  March  99,  1859. 


Vdlu«. 


|G9. 563  00 

1.0;5  00 

354  00 

8,791  00 

1. 105  00 

1,3J0  00 

6.347  00 

646,814  00 

630  00 

519  00 

7)7  00 

666  00 

5,651  00 

316  00 

183  00 

1,300  00 

7,631  (0 

481,313  00 


1,427,093  00 


No.  31. — Abstract  of  merchandise  received  from  the  frontier  districts  adjoin- 
ing Canada,  and  re-warchouscd  in  the  district  of  Boston  and  Charlcstownj 
during  the  year  1851. 


s  1 
•  I 


Articles. 


I  Flour 

lAahei 

iBuuer 

iPaper,  writing 

iHami 

iFeai 

IWheat 

ICurioritiea,  foaail   remains, 
&c 


Packages. 


38, 763  barrels 

151  barrels 

1, 069  kegs  and  tubs 

3  cases  

30  casks 

9,815  bushels 

15,030  bushel 

87  packages . . . . 


Value. 


$96,356  00 
2,531  00 
7, 466  00 
465  00 
890  OS 
1,082  00 
8,638  00 

9, 133  00 


119,441  00 


CouuTOR*s  Office, 

Diitriet  of  fioifon  and  Charltitoton,  March  15, 1853. 


502 


S.  Doc.  112. 

No.  39— DISTRICT  OF  NEW  YORK. 


Abstract  of  quantify  and  value  of  merchandise  transported  in  bond  to  fhefrour 
tier  aistrictSf  to  be  exported  to  Canada,  during  the  year  1861. 


M-    ' 


'I-!  :: 


H 


•  ••••• 


Book* 

Bruahes 

Beada  

Brandy 

Burr«toneii.. 

fiuttona 

Camphor. . . . 
Cordials  .... 

Cania 

Coffee 

Cloves 

Corks 

Cat  glass..., 
Dry  goods  . . 

Drugs 

Earinenware 
Engravings. . 

Furs 

Fire-crackers 

Pish 

Flowers,  artificial 

Ginger 

Gin 

Glassware , 

Glass  bottles 

Hardware 

Hemp,  manuracture^  of... 

Hides 

Hbts,  wool 

Iron,  bar 

manufactures  of.... 

sheet 

Jewelry 

Leather 

Leather,  manufactures  of, 

Looking-glass  plates 

Musical  instruments 

Molasses 

Metal,  manufactures  of. . . 

Nutmegs ,, 

Oilcloth 

Oil 

palm 

paintings 

Preserved  fruit 

fish 

Plants 

Paper  hangings , 

manufactures  of, 

Pimento 

Perfumery , 

Pepper , , 

Pamts 

Railroad  iron , 

Rhubarb 

Rum ....• 

Silks , 

Spices , 

Cigars 

Sugars 

Soap 


f  •  •  •  • 


•  •  •      •  •  • 


68  eases  and  3  boxes 

1  ease  and  9  casks , 

15  eases 

45  hogsheads,  10  baskets,  and  75  casks.. . . , 

9, 899  pieces , 

1  eas« , 

9  casks 

50  boxes 

1 ,  190  mats,  948  cases,  and  5  packages , 

90(»bags 

11  bags 

13  bags  and  90  bale , 

3  eases i... 

359  cases,  69  bales,  and  1  packaee , 

18  cases,  3  bales,  1  ceroon,  and  4  casks.. . . 

3  cases,  50  crates,  and  2  casks , 

1  case  and  1  package , 

14  cases  and  9  boxes , 

50  cases  snd  100  boxes 

35  cases  and  95  boxes 

3  cases  and  3  packages , 

6  bags , 

3  hogsheads 

17  cases  and  400  demijohns 

3, 000  bottles , 

59  cases  and  151  casks 

9  coils 

7,474  hides , 

6  eases 

300  ban 

16  cases,  6  casks,  50  packages,  and  30  kegs. 
340  bundles , 

5  cases , 

10  cases , 

43  cases  and  3  bales 

3ca«et ;., 

9  cases , 

345  hogsheads , 

37  cases  and  I  cask , 

6  kegs  and  8  barrels 

3  cases 

99  casks  and  50  baskets 

39  casks  and  1  case 

3  ca»es , 

13,660  boxes,  1,571  barrels,  and  937  packages.. 

77  cases  and  10  barrels 

1  box,  (free) 

3  cases 

81  cases , 

183  bags , 

1  case 

9l)baK8 

50  casks , 

39, 098  bars , 

5  cases 

39  hogsheads  and  18  casks 

33  cases  and  3  packages , 

3  cases  and  96  bags 

746  packages,  53  boxes,  and  390  cases , 

9, 484  hogsheads,  68  barrels,  and  8  boxes 

330  boxes 


120,306  00 

m  00 

1,979  00 

4,829  00 

3,359  00 

320  00 

1,050  00 

143  00 

3,644  00 

9,344  VO 

177  UO 

997  00 

47  00 

66,942  00 

3.891  00 

1,8.37  00 

74  00 

6,061  00 

116  00 

828  00 

1,667  00 

10  00 

95  00 

834  00 

16  00 

19,516  00 

84  00 

16,039  00 

6117  00 

309  00 

5,320  00 

1,265(10 

9,255  00 

9, 723  00 

13,158  00 

238  00 

760  00 

9,826  00 

6,614  00 

1,487  00 

435  UO 

1,915  00 

1,979  00 

32  0(1 
27,776  00 

1,339  Ml 

33  00 
24100 

3, 104  00 

1,62610 

168  00 

336  UO 

193  OU 

108,534  00 

154  00 

1,757  00 

16,306  00 

717  00 

19.007  00 

107,049  00 

390  00 


;  bond  to  the  froth 
ear  1861. 


Value. 


|SO,3O6  00 
352  00 

1,979  00 
4,829  00 
3,359  00 
320  00 
1,050  00 
143  00 
2,644  00 
2,344  00 
177  00 
997  00 
47  00 
6fi,942  00 
3,89100 
1,837  00 
74  00 
6,06100 
116  00 
828  00 
1,667  00 
10  00 
95  00 
83t00 
16  00 
19,516  00 
84  00 
16,029  00 
607  00 
309  00 
5,320  00 
1,265  00 
2,255  00 
9,722  00 
13,158  00 
238  00 
760  00 
2,826  00 
6,614  00 
1,487  00 
435  00 
1,915  00 
1,979  00 
33  0(1 
27,776  00 
1,329  l« 
33  00 
24100 
3, 104  00 
1,62610 
168  00 
336^0 
193  OU 
108,534  00 
154  00 
1.757  00 
16.206  00 
717  00 
19,007  00 
107,049  00 
390  09 


S.  Doc.  112. 

ABSTRACT— Continued. 


508^ 


Ifctw  haU. 

Isuidriei .  • 
llffl 

TO 

JlobiMO 

|Vine..> 
Wood., 
tfitchM 


6caaea , 

73  caaea,  1,233  hidea,  and  4  caBka. . , 

1,  lOSboxea , 

7  caaea  and  1  eaak 

l{335boxea 

25  bozea  and  157  cheata 

5  balea 

181  caaka,  445  baaketa,  and  36  pipea 

1  caae 

Scaaea 


S647  00 

20.059  00 

8,371  00 

646  00 

8, 197  00 

5,907  00 

118  00 

15,820  00 

19  OU 

1, 439  00 

548, 142  00 


No.  33— PORT  OP  BOSTON. 


ilitract  of  quantity  and  value  of  merchandise  transported  in  bond  to  the 
frmtier  districts,  to  be  exported  to  Canada,  during  the  year  1851. 


henware. , 
iware... 


lea. 

nwhatfl.. 
lOU 

liiiu... 
biniware. 

kidea 

ftwel^... 
Mtches.. 
fin  plates. 
lolcgne... 

(ipiw 

iddlery... 
Rett  iron. 

Herrings., 
lemons... 


ilipetre 

igtmegB 

Vltiofammonia. ... 

[iih,preierved 

lifts 

Hiir  seating. 

»kkins 

jJiMJcalinttrumenta. 

lanta 

iciurti 

ftrfumery 

mt.i 


52  caaea,  1  bale,  3  cheata 

1, 074  caaea,  410  balea 

9  cratea 

3  caaea 

48  cheata 

7  caaea  

2    do 

615  boxea 

63  caaes,  5  balea,  1  crate,  40  caska. 
800  caaea,  15  balea • 

25    do    

2  do   

483  boxea ' 

6  caaea 

3  do  20  boxea 

8  do     3  caaka 

6  balea,  3  bundlea 

25  barrela 

50  boxea 

2    do 

75  baga 

1  caae 

1    do 

10  boxea 

40  kega •  • 


1  caae. 

1  do  ., 

2  do  .. 

1  box.. 

2  caaea, 

3  do 

4  do 


#0,075 
518,557 
413 
491 
550 
1,324 
560 
877 

le.'TOs 

3.163 

28,046 

2,243 

4,083 

177 

338 

824 

101 

61 

68 

279 

497 

197 

43 

HI 

59 

285 

569 

24V 

8 

283 

204 

431 


590,771 


;•  i:  •    i 


504 


S.  Doc.  112. 


;v    '    ''' 


l&/^  ; 


^"l 


No.  34. — Abstract  of  quantity  and  value  of  Canadian  fionr  exported  frcnn  i 
the  port  of  Boston  to  all  ports  during  the  year  1851. 

16,688  barrels  Canada  flour ;  value t57,92o 


No.  35. — Abstract  of  the  quantity  and  value  of  Canadian  fiour  exported  from 
the  port  of  Boston  to  the  British  American  colonies  during  the  year  1851. 

4,590  barrels  Canada  flour ;  value $14,9G1 


No.  36. — Flour  and  wheat.,  the  produce  of  Canada,  exported  from  thpn\ 
of  New  York  to  the  British  colonies,  S^c,  in  1851 ;  and  also  the  valiKvfaU\ 
other  Canada  produce  exported  to  the  colonies  and  to  Great  Bntain,  ^c. 

Ashes  exported  to  Great  Britain,  1,543  barrels $40,542 1 

Ashes  exported  to  other  ports,  878  barrels 19,086 

Butter  exported  to  Great  Britain,  251  kegs  — . «, 1,692 

Furs  exported  to  Great  Britain,  13  cases 3,690 

Furs  exported  to  other  places,  2  cases,  3  casks,  3  puncheons      2,975 

Wax  exported  to  other  ports,  20  bales 1,300 

Beef  exported  to  Great  Britain,  100  tierces 1,025 

Flour  expcrted  to  Great  Britain,  88,553  barrels  302,920 1 

Flour  exported  to  British  provinces,  86,689  barrels 299,411 

Flour  exported  to  other  ports,  100  barrels 350 1 

Wheat  exported  to  Great  Britain,  507,044  bushels 344,56sl 

Wheat  exported  to  British  provinces,  6,798  bushels 4,666 1 

No.  37. — Statement  of  the  value  and  quantity  of  Canadian  four  anA^mX 
received  in  bond  at  the  port  of  New  York,  and  the  value  and  quantm 
exported,  during  the  year  1851. 

Flour  warehoused,  250,352  barrels $846,8141 

Flour  exported,  175,342  barrels 602,684 

Wheat  warehoused,  712,403  bushels 481,213| 

Wheat  exported,  513,842  bushels 349,234 

No.  38. — Total  amount  of  wheat  and  fiour  in  storCy  December  31, 1851. 

Flour  in  store,  63,669  barrels 21O,60(l| 

Wheat  in  store,  278,516  bushels 180,9 

New  Yobk,  March  16,  1862. 


flour  exported  from 
ring  the  year  1861. 


S.  Doc.  112. 


505 


Jlo.  39. — -4  comparative  statement  of  the  groia  and  net  revenue  received 
from  customs  duties  in  Canada,  for  the  years  1848,  1849,  and  1850. 


• 

1848. 

1849. 

1850. 

Gross  receipts  of  duties 

Charges  for  collection 

$1,336,116 
130,388 

$1,778,188 
127,240 

$2,403,776 
•  138,248 

:.     ,,....    ,   ,.•■,.,.      .,-.    -..    •      h.    ,   ,- 

^     1,205,724 

1,650,948 

• 

2,324,528 

•In  this  item  is  included  the  aum  of  $9,832  for  return  duties. 


1^ 


i  Jlo,  40. — Statement  showing  the  relative  amount  of  business  done  in  Ameri- 
can and  Canadian  vessels  at  the  undermentioned  American  ports,  at  which 
teparate  statements  have  been  obtained,  in  1850. 


In  American. 

In  Ctmadian. 

♦               -» 

In  bond,  and 
character  of  ves- 
sel not  stated. 

Totals. 

OawpcrO  ......... 

$597,399 
26,578 
93,068 

$1,490,223 

69,972 

222,845 

$2,087,622 

Rochester 

Buffalo 

$3,639 
130,987 

100,189 
446,900 

Total 

717,045 

1,783,040 

134,626 

2,634,711 

i;- .' 


i-'l-f  ;' 


i^ 


606 


S.  Doc.  112. 


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00 


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S'SSSS) 


ls31, 


bat  away 
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p  counti 
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pother  Bi 
as  Ne 
I  "On  the 
le  marke 


S.  Doc.  112. 


507 


PART  VI. 


r; 

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"m 

pi 

iB 

r 

■■  ^'i 

W 

i'" 

m 

h 

NEW  BRUNSWICK. 

This  province  is  situate  between  Canada  and  Nova  Scotia,  and 
Jbutson  the  northeastern  boundary  of  the  United  States,  upon  the  line 
lately  established  under  the  Ashburton  treaty.  To  the  southward  it  is 
jounded  by  the  Bay  of  Fundy,  and  is  separated  from  Nova  Scotia  by 
itxjiindary  line  across  the  narrow  isthmus  which  connects  Nova  Scotia 
ritb  the  continent  of  America.  On  the  northeast  New  Brunswick  is 
jounded  by  the  Gulf  of  St.  Lawrence  and  the  Bay  of  Chaleur ;  it  is 
Pinded  from  Canada  by  a  line  which  follows  for  some  distance  the 
lorty-ninth  parallel  of  north  latitude. 

The  area  of  New  Brunswick  is  estimated  at  nearly  twenty-two 

Billions  of  acres;  its  population,  by  a  census  taken  during  the  year 

j[551,  is  a  little  over  one  hundred  and  ninety-three  thousand  souls. 

The  great  agricultural  capabilities  of  New  Brunswick,  and  its  fitness 

lor  settlement  and  cultivation,  are  only  now  beginning  to  be  known. 

lie  commissioners  appointed  by  the  imperial  government  to  survey 

Ihe  line  for  a  proposed  railway  from  Halifax  to  Quebec,  thus  speak  of 

lew  Brunswick  in  their  report : 

"Of  the  climate,  soil,  and  capabilities  of  New  Brunswick,  it  is  im- 

issible  to  speak  too  highly.     There  is  not  a  country  in  the  world  so 

«autifuUy  wooded  and  watered.     An  inspection  of  the  map  will  show 

hat  there  is  scarcely  a  section  of  it  without  its  streams,  from  the  ruu- 

iing  brook  up  to  the  navigable  river.     Two-thirds  of  its  boundary  are 

jrashed  by  the  sea;  the  remainder  is  embraced  by  the  large  rivers,  the 

It.  John  and  the  Restigouche.     The  beauty  and  richness  of  scenery 

If  this  latter  river,  and  its  branches,  are  rarely  surpassed  by  anything 

I  this  continent. 

"The  lakes  of  New  Brunswick  are  numerous  and  most  beautiful ; 
surfiice  is  undulating — hill  and  dale — varying  up  to  mountain  and 
liley.  It  is  everywhere,  except  a  few  peaks  of  the  highest  mountains, 
Bvered  with  a  dense  forest  of  the  finest  growth. 
"The  country  can  eveiy  where  be  penetrated  by  its  streams.  In  some 
arts  of  the  interior,  by  a  portage  of  three  or  four  miles  only,  a  canoe  can 
|)ata\vay  either  to  the  Bay  of  Chaleur  or  the  Gulf  of  St.  Lawrence,  or 
town  to  St.  John  and  the  Bay  of  Fundy.  Its  agricultural  capabilities 
nd  climate  are  described  by  Bouchette,  Martin,  and  other  authors. 
[he  country  is  by  them — and  most  deservedly  so — highly  praised. 
"For  any  great  plan  of  emigration,  or  colonization,  there  is  not 
fcother  British  colony  which  presents  such  a  favorable  field  for  the 
]ial  as  New  Brunswick. 

I  "On  the  surface  is  an  abundant  stock  of  the  finest  timber,  which  in 
>e  markets  of  England  reaUzes  large  sums  annually,  and  affords  an 


m 


mi 


W< 


-i 


li 


508 


S.  Doc.  112. 


|i 


mmf 


■r:l 


unlimited  supply  of  fuel  to  the  settler.    If  the  forests  should  ever 
become  exhausted,  there  are  the  coal-fields  underneath. 

••The  rivers,  lakes,  and  seacoast  abound  with  fish.  Along  the  Bay 
of  Chaleur  it  is  so  abundant  that  the  land  smells  of  it.  It  is  used  as  a 
manure;  and,  while  the  olfactory  senses  of  the  traveller  are  offended 
by  it  on  the  land,  he  sees  out  at  sea  immense  shoals  darkening  the 
surface  of  the  water." 

This  description  of  New  Brunswick  is  given  in  an  official  report 
presented  by  two  very  intelligent  officers  ot  the  royal  engineers,  who 
were  sent  out  from  England  to  sui-vey  the  proposed  railway  route,  and 
examine  the  country  through  which  it  would  pass.  They  returned  to 
England  at  the  close  of  their  labors,  the  results  of  which  were  laid! 
before  Parliament. 

The  principal  river  of  New  Brunswick  is  the  St.  John,  which  is  four  I 
hundred  and  fifty  miles  in  length  from  its  mouth,  at  the  harbor  of  St.  I 
John,  to  its  sources,  at  the  Metjarmette  portage.  It  is  navigable  fori 
vessels  of  one  hundred  tons,  and  steamers  of  a  large  class,  for  ninety  I 
miles  from  the  sea,  to  Fredericton,  the  seat  of  government.  Above! 
Fredericton  small  steamers  ply  to  "Woodstock,  sixty  miles  farther  up  the  I 
river;  and  occasionally  they  make  trips  to  the  entrance  of  the  TobiqueJ 
a  faither  distance  of  fifty  miles.  The  Grand  Falls  of  the  St.  John  arel 
two  hundred  and  twenty-five  miles  from  the  sea.  Above  these  fallsj 
the  river  has  been  navigated  by  a  steamer  forty  miles,  to  the  mouth  ofl 
the  river  Madawaska,  and  from  that  point  the  river  is  navigable  fori 
boats  and  canoes  almost  to  its  sources.  The  Madawaska  river  is  alsol 
navigable  for  small  steamers  thirty  miles,  to  Lake  Temiscouata,  a  sheet! 
of  water  twenty-seven  miles  long,  from  two  to  six  miles  wide,  and  ofl 
great  depth  throughout.  From  the  upper  part  of  this  lake  to  the  river  Stf 
Lawrence,  at  Trois  Pistoles,  is  about  eighteen  miles  only,  and  proj)o-| 
sitions  have  been  made  for  establishing  a  communication  between  thel 
St.  Lawrence  and  the  St.  John,  either  by  railway  or  canal,  across  this] 
route. 

In  connexion  with  the  St.  John  is  the  Grand  lake,  the  entrance  l 
which  is  about  fifty  miles  from  the  sea.     This  lake  is  thirty  miles  iai 
length  and  from  three  to  nine  miles  in  width.     Around  the  Grandl 
lake  are  several  workable  seams  of  bituminous  coal,  from  which  coa]j| 
are  raised  for  home  consumption  and  for  exportation. 

The  harbor  of  St.  John  is  spacious,  and  has  sufficient  depth  4 
water  for  vessels  of  the  largest  class.  The  rise  and  fall  oftideisl 
from  twenty-one  to  twenty-five  feet,  and  there  is  a  tide-fall  at  the  headl 
of  the  harbor  which  effectually  prevents  its  being  ever  frozen  over  or j 
in  the  least  impeded  by  ice  during  winter.  Few  harbors  on  the  norti-j 
eastern  coast  of  North  America,  if  any,  are  so  perfectly  free  from  ice,! 
as  St.  John  harbor.  It  is  in  latitude  45°  16'  north,  longitude  66°  41 
west. 

The  Peticodiac  is  a  large  river  flowing  into  the  Bay  of  Fundy,  near! 
its  northeastern  extremity.  It  is  navigable  for  vessels  of  any  size  fori 
twenty-five  miles  from  its  mouth,  and  for  schooners  of  sixty  or  eightjj 
tons  for  twelve  miles  farther.  On  the  lower  part  of  this  river  a  veiyj 
valuable  mineral  has  recently  been  discovered,  and  the  seam  is  noffj 
worked  to  considerable  extent.    By  some  this  mineral  is  ' 


a  Doc.  112. 


500 


ti jet  coal,"  and  by  others  it  is  considered  pure  asphaltum.  It  is  black 
jnd  brilliant,  highly  inflammable,  and  yields  a  large  quantity  of  gas 
of  great  illuminatinff  power.  The  seam  is  worked  at  tour  miles  from 
the  bank  of  Peticodiac  river,  where  it  is  navigable  for  sea-going  ves- 
jfls  of  large  class. 

On  the  guU^oast  of  New  Bfunswick  there  are  many  fine  ship  har- 
\^xs,  each  at  the  mouth  of  a  considerable  river;  and  from  these 
liarbors  much  fine  timber  is  shipped  annually  to  England. 

The  most  southern  of  these  harbors  is  Shediac^  which  is  capacious,  and 
^ilh  sufficient  depth  of  water  for  vessels  drawing  eighteen  feet.  Cap- 
tain Bayfield,  R.  N.,  marine  surveyor  in  the  Gulf  of  St.  Lawrence,  says 
that  Shediac  harbor  is  the  easiest  of  access  and  egress  on  this  part  of 
the  coast,  and  the  only  harbor  of  New  Brunswick,  eastward  of  ^Itrami- 
chi,  which  a  vessel  in  distress  could  safely  run  for  in  heavy  northerly 
gales  as  a  harbor  of  refuge.  Two  rivers  fall  into  Shediac  harbor, 
which  is  fast  becoming  a  place  of  importance.  Should  the  proposed 
railway  frorh  St.  John  to  Halifax  be  constructed,  it  will  touch  the  gulf 
at  Shediac,  which  will  thus  command  a  large  trade  as  one  of  the  great 
turning-points  of  the  railway. 

Cocagne  harbor  is  ten  miles  by  the  coast,  northwardly,  from  Shediac 
harbor.    Within  this  harbor,  which  is  at  the  mouth  of  a  river  of  the 

ae  name,   there  is  abundance  of  space  for  shipping,  and  good 
anchorage  in  five  fathoms  water.     The  tide  flows  seven  miles  up  the 
Cocagne  river.     There  is  much  good  timber  on  its  banks,  and  the  port 
I  has  every  facility  for  ship-building. 

Buctouche  harbor  is  at  the  mouth  of  the  Great  and  Little  Buctouche 
[  rivers,  nine  miles  by  the  coast  northwardly  of  Cocagne.  B^ormerly 
I  there  was  only  twelve  feet  of  water  on  the  bar  at  the  entrance  to  this 
harbor,  but,  owing  to  some  unexplained  cause,  the  water  has  gradually 
deepened  of  late  years,  and  now  vessels  drawing  thirteen  feet  have 
gone  over  the  bar.  There  is  much  valuable  timber  on  the  banks  of 
this  river,  ano  vessels  up  to  fifteen  hundred  tons  burden  have  been 
I  built  at  Buctouche. 

Twenty  miles  north  of  Buctouche  is  Richihicto  harbor,  which  is  ex- 

I  tensive,  safe,  and  commodious.     The  river  is  navigable  for  vessels  of 

large  size  upwards  of  fifteen  miles  from  the  gulf,  the  channel  for  that 

distance  bemg  from  four  to  six  fathoms  in  depth.     The  tide  flows  up 

the  rivet  twenty-five  miles.     The  shipments  of  timber  and  deals  from 

[this  port  annually  are  becoming  very  considerable.  5?,, 

The  extensive  harbor  of  Miramichi  is  formed  by  the  estunry  of  the 
[beautiful  river  of  that  name,  which  is  two  hundred  and  twenty  miles 
I  in  length.    At  its  entrance  into  the  gulf  this  river  is  nine  miles  in  width. 

There  is  a  bar  at  the  entrance  to  the  Miramichi ;  but  the  river  is  of 

[such  great  size,  and  pours  forth  such  a  volume  of  water,  that  the  bar 

offers  no  impediments  to  navigation,  there  being  suflScient  depth  of 

[water  on  it  at  all  times  for  ships  of  six  hundred  and  seven  hundred 

[tons,  or  even  more. 

The  tide  flows  nearly  forty  miles  up  the  Miramichi  from  the  gulf. 

[The  river  is  navigable  for  vessels  of  the  largest  class  full  thirty  miles 

[of  that  distance,  there  being  from  five  to  eight  fathoms  water  in  the 

channel;  but  schooners  and  small  craft  can  proceed  nearly  to  the  head 


h    :ii:'i 


410 


&  Doc.  112. 


s-  m 


1» 


j  of  the  tide.  Owing  to  the  size  and  depth  of  the  Miramichi,  ships  cni 
{.load  along  its  banks  for  miles;  its  trade  and  commerce  are  airead] 
'^-extensive,  and  will  undoubtedly  annunlly  increase.  i 

At  the  northeastern  extremity  of  New  Brunswick,  just  within  thi 
entrance  of  the  Bay  of  Chaleur,  is  the  spacious  harbor  of  Great  Shtd 
mgan,  which  comprises  three  large  and  commodious  harbors.    BegidJ 
Its  facilities  for  carrying  on  ship-building  and  the  timber  trade,  Shi 
-pigan  harbor  ofiers  great  advantages  for  prosecuting  the  fisheries  otf 
the  largest  scale.    The  general  dryness  of  the  air  on  this  coast,  and 
the  absence  of  fog  within  the  Gulf  of  St.  Lawrence,  are  peculiars 
favorable  to  the  drying  and  curing  of  fish,  in  the  best  manner,  for  disi 
tant  voyages.    Owing  to  the  erection  of  steam   saw-mills  at  Greai 
Shippigan,  and  the  extensive  fishery  establishments  set  up  there  hi 
Jersey  merchants,  there  is  considerable  foreign  trade.    The  dry  ij^j 
are  chiefly  shipped  in  bulk  to  Messina  and  Naples,  for  which  marketi 
they  are  well  suited.       • 

Little  Shippigan  harbor  lies  between  the  islands  of*  Mescou  anl 
Shippigan.    It  is  an  exceedingly  good  harbor,  being  well  shelteredj 
with  safe  anchorage  in  deep  water.    The  main  entrance  is  from  ih 
Bay  of  Chaleur.    It  is  half  a  mile  in  width,  with  eight  fathoms  at  lo\i 
water,  which  depth  is  maintained  well  into  the  harbor.    This  is  not  l 
place  of  any  trade,  but  it  is  greatly  resorted  to  by  American  fishin] 
vessels  which  frequent  the  Gulf  and  the  Bay  of  Chaleur,  as  it  afford] 
them  perfect  shelter  in  bad  weather.    There  are  ^eat  conveniences  foj 
fishing  establishments  in  this  fine  harbor;  and  it  would  afiR)rd  greal 
facilities  and  advantages  to  our  fishermen  if  they  were  permitted 
land  and  cure  their  fish  upon  its  shores. 
^     Bathurst  harbor  is  within  the  Bay  of  Chaleur,  which  in  itself  mayl 
considered  one  immense  haven  ninety  miles  in  length,  and  varying  iJ 
breadth  from  fifteen  to  thirty  miles.    It  is  remarkable  that  witnin  tW 
whole  length  and  breadth  of  the  Bay  of  Chaleur  there  is  neither  rocia 
reef,  nor  shoal,  and  no  impediment  whatever  to  navigation.  1 

The  entrance  to  Bathurst  harbor  is  narrow ;  but  witnin,  it  is  a  beautil 
ful  basin,  three  miles  and  a  half  in  length  and  two  miles  in  breadtlf 
well  sheltered  from  every  w^ind.  In  the  principal  channel  there  ij 
about  fourteen  feet  at  low  water.  Vessels  drawing  more  than  fourteef 
feet  usually  take  in  part  of  their  cargoes  outside  the  bar,  where  m\ 
is  a  safe  roadstead,  with  deep  water,  and  good  holding-ground. 

No  less  than  four  rivers  fall  into  Bathurst  harbor,  each  of  which  fof 
nishes  much  good  timber.  Ship-building  is  prosecuted  in  this  harb 
to  som6  extent;  and  there  is  a  considerable  export  of  limber  and  deal 
to  England  and  Ireland. 

The  entrance  to  the  Resilgouchc,  at  the  head  of  the  Bay  of  Chalei 
is  three  miles  in  width,  with  nine  fathoms  water — a  noble  entrance  I 
a  noble  river.  The  main  branch  of  the  Restigouche  is  over  t\r 
hundred  miles  in  length.  Its  Indian  name  signifies  "  the  river  whidj 
divides  like  the  hand,"  in  allusion  to  its  separation  above  the  tide  inl 
five  principal  streams,  or  branches.  These  drain  at  least  four  thousaa 
square  miles  of  fertile  country,  abounding  in  timber  and  other  valuaUJ 
natural  resources,  the  whole  of  which  must  find  their  way  to  the  s^ 
through  the  port  of  Dalhousie,  at  the  entrance  to  the  Restigouche. 


S.  Doc.  112. 


511 


ciescent-shaped  cove  in  front  of  the  town  ofDalhoime  is  well  sheltered, 
and  has  good  holding-ground  for  ships  in  nine  fathoms  water.  There 
are  capital  wharves  and  excellent  and  safe  timber  ponds  at  Dalhousie, 
affording  every  convenience  for  loading  ships  of  the  largest  class. 

From  Dalhousie  to  Campbellton  the  distance  by  the  river  is  about 
eighteen  miles.  The  whole  of  this  distance  may  be  considered  one 
harbor,  there  being  from  four  to  eight  fathoms  throughout  in  the  main 
channel,  which  is  of  ^ood  breadth.  At  Campbellton  the  river  is  about 
three-quarters  of  a  mile  in  width.  Above  this  place  the  tide  flows  six 
miles,  but  large  vessels  do  not  go  farther  up  than  Campbellton. 

The  country  water^  by  the  Restigoucne  and  its  branches  is  yet 
almost  wholly  in  a  wilderness  state,  and  nearly  destitute  of  population ; 
but  its  abundiant  and  varied  resources,  and  the  size  and  cnaracter  of 
tliis  magnificent  river,  must  hereafter  render  the  northeastern  portion 
of  New  Brunswick  of  great  consequence. 


»  TRADE  AND  COMMERCE  OF  NEW  BRUNSWICK. 

The  present  value  of  the  trade  and  commerce  of  this  large  and 
highly-favored  colony,  as  yet  but  very  thinly  peopled,  will  be  best  esti- 
mated by  the  following  tables. 

The  value  of  the  imports  and  exports  of  the  whole  province,  in  1849 
and  1850,  is  thus  stated : 


■t  a 


I:-' 


Countries. 

1849. 

1860. 

Import*. 

ExpoTti. 

Imports. 

Exports. 

Great  Britain 

British  colonies — 

West  Indies . . 

British  North 
America 

Other  colonies . 

$1,607,340 

5,660 

617,300 

$2,319,070 

67,360 

270,476 

6,260 

257,910 

96,235 

$1,988,195 

11,565 

674,685 

26,135 

1,310,740 

67,335 

$2,447,756 

90,360 

297,860 
8,105 

United  States 

Foreign  States 

1,322,810 
114,826 

387,000 
59,020 

Total 

3,467,835 

3,007,310 

4,077,655 

3,290,090 

i 


512 


S.  Doc.  112. 


The  followinff  is  an  account  of  the  vessels,  and  their  tonnage,  which  i 
entered  inward  and  cleared  outward  at  all  the  ports  of  New  Bruns- 1 
wick,  in  1849  and  1860: 


r.  iWf 


CountriM. 


Countries 


Great  Britain... 
British  Colonies. 
United  States... 
Foreign  States.. 


Total. 


Great  Britain.. 
British  Colonies 
United  States.. 
Foreign  States. 

Total... 


1649. 


Inward. 


Number. 


325 

1,213 

1,304 

51 


2,893 


Tom. 


140,024 
81,050 

182,007 
13,106 


416,187 


Outward. 


Number. 


769 

1,172 

928 

25 


2,891 


Tom. 


300,806 

68,097 

84,742 

3,769 


467,414 


1850. 


Inward. 


Number. 


233 

1,281 

1,457 

68 


3,039 


Tons. 


95,393 

81,424 

242,104 

17,701 


436,622 


Outward. 


Number. 


768 

1,241 

937 

25 


2,971 


Tons. 


303,617 
70,155 

87,925 


464,9S3 


The  number  of  new  ships  built  in  New  Brunswick  during  1849  and 
1850  is  thus  stated :  ;    . 

''■""■  VesidB.        Tom. 

In  1849 114        36,.531| 

In  1850 86        30,358 


8.  Doc  112. 


51S 


r  tonnage,  which  I  The  number  and  tonnnge  of  vessels  owned  and  registered  in  New 
)  of  New  Bruns-lpfgnswick  in  the  same  years  are  as  follow: 


!,891  467,4U 


Lt  St.  John., 

Ut  Miramichi 

I  At  Su  Andrew's 

Total 


On  December  31, 1849. 


Youeli. 


d05 

90 

180 


776 


Tom. 


93,192 

7,464 

16,819 


117,476 


On  Deoenber  31, 1860. 


Veueli. 


636 

92 

180 


807 


Tons. 


99,490 

6,283 

16,224 


121,996 


The  following  tables  and  statements  are  given  with  the  view  of 
owing  the  trade  of  the  port  of  St.  John,  and  of  the  various  other  sea- 
ortsof  New  Brunswick,  during  the  years  1860  and  1861 : 

No.  1. 


it  I 


ck  during  1849  andl 


iktract  (f  the  trade  of  the  port  of  St.  John,  showing  the  ships  and 
tonnage  employed,  and  the  relative  value  of  the  imports,  distinguishing 
foreign  goods  from  goods  of  British  produce  and  manufacture,  during  the 
year  etmng  December  31,  1860. 

From  what  countries. 

Vessels  inward. 

Value  of  imports. 

Total. 

Number. 

Tons. 

British. 

Foreign. 

itat  Britaia  and  Ireland  . . . 
ited  States     

133 

694 

815 

12 

19 

18 
1 

58,251 

145,095 

45,153 

1,514 

2,908 

6,926 

292 

$1,546,395 

196,405 

304,115 

10,200 

$126,450 

877,350 

85,455 

$1,672,845 
1,073.755 

itish  N.  A.  Colonies 

itish  West  ladies    ... 

389,570 
10,200 

ini^  West  Indies 

wim  EaroDB 

65,260 

65,260 

4,650 
20,485 

4,650 

itli  Sea  Fisheries    . 

20,486 

Totals 

1,692 

260,139 

2,082,250 

1,154,515 

3,236,765 

34 


.,^" 


.  f 


^u 


J  J 


'6U 


a  Doc.  112. 

No.  2. 


Abitract  of  the  trade  of  the  port  of  St.  John,  thnwing  the  thlpsandtrm 
tuige  cleared  outward,  and  the  relative  vitltte  of  the  exports,  dUtinguithinr^ 
foreign  goods  from  goodi  of  British  produce  and  manufacture,  durinv  M 
year  c?iding  December  31,  1S50.  •  _  ,  ,_ 


To  what  countries. 


Great  Britain  and  Ireland  . . . 

BritiRh  N.  A.  Colouios 

United  States 

:  Britisli  WoHt  Indiea 

Foreign  West  Indies 

fioutti  America 

Australia 

British  PoBsessiona  in  Africa . 

Totals 


Vessels  outward. 
Number.      Tons. 


4.')7 

794 

405 

37 

15 

3 

1 

2 


1,714 


190,215 

40,30!) 

45,214 

5,141 

2,150 

46<i 

402 

424 


284,321 


Value  of  exports. 


British. 


Foreij^n. 


$1,.547,335 

108,015 

187,355 

54,245 

33,455 

7,190 

3,405 

3,855 


1,944,855 


$96,055 

:n',095 

106,200 

355 


195 
840 


240,740 


Total. 


$i,(M3,:r>i 

Omt  Bi 
rnife.1  S 

2():(/vv 

Dririnh  > 

54,C')( 

3:m.v 

Kritlih  Y 

For«'i)?n 

7,3'( 

8outh  An 

in 

Aiutntlia 

2M,\'i 

To 

.  .  No.  3. 

Abstract  of  the  trade  of  the  port  of  St.  John,  showing  the  ships  and  tmm^i 
entered  intvard,  a7id  the  relative  value  of  the  imports,  distinguishing  fun 


~-o"  o--"~ -'•_-•-  fty- 
year  ending  December 

31,  1851. 

y  — "•-» 

""'•"O  '" 

From  what  countries. 

Vessels  inward. 

Value  of 

imports. 

Total. 

Number. 

Tons. 

British. 

Foreign. 

Great  Britain  nnd  Ireland  . . . 

British  N.  A.  Culonies 

British  West  Indies 

143 

737 

8 

23 
6i)5 

11 

64,113 

42,048 
1,750 
3,342 

160,952 
4,243 

$1,855,270 

322,845 

3,705 

$87,105 
107,485 

$1,042,3 

m 

3"i 

Foreign  West  Indies 

United  StJites 

105,610 

1,154,280 

2(5,510 

105A 

303,925 

Poreisn  Europe 

Totals 

1,527 

282,450 

2,485,745 

1,480,990 

3,96;,; 

the  ihipi  and  inn- 
]tort»,  diitlnguUhihX 


u/acturc, 

during  ike 

.porti. 

Total. 

ForeigQ. 

$00,055 

37,005 

100,200 

355 

$1,&I3,;;!)1 

145,1  K 
29'.Vvw 

54,C'K 

105 
&10 


240,710 


2,1M 


the  ships  and  tmm^ 
ts,  distinguisking  J'wf 
imijhcture,  during 


imports. 

Total. 

Foreign. 

$87,105 
107,485 

$l,942;i 

3; 

165,610 

1,154,'^0 

215,510 

105^ 
1,458,2 

1,483,000 

3,96(;,; 

S.  Doc.  112. 

No.  4. 


615 


AUtract  nf  the  trade  of'  the  jmt  nf  St.  John,  showing  the  shijtt  atid  tonnage 
cleared  ouftmrd^  and  the  rtlatiic  wtuc  of  the  exports,  distinguishing  for' 
tign  goods  from  goods  of  British  produce  and  manufacture,  during  the 
tjear  ending  December  31,  1861. 


To  what  flountrles. 


Owat  Britftin  and  Iroloud  . . 

Vnltetl  Statei 

BritiihN.  A.  Colonies 

Hritlih  Wi*8t  Indies 

K«rci«n  W«'Ht  Indies 

8outb  America 

Amtralift 


Ycueh  outward. 
Number.      Tons. 


Totals. 


440 

359 

695 

35 

St 

:i 

S 


],&46 


208,889 

64,844 

42,041 

3,472 

3,088 

1,772 

615 


Value  of  eiports. 


BHtish. 


Foreign. 


Total. 


324,821 


.  $1,915,210 

148,270 

i7i,6a'> 

21,350 

53,105 

23,3:)0 

4,325 


2,337,455 


$17,080 

1(54,425 

44,720 

265 

1,040 

3,7:» 

1,410 


232,675 


$1,932,290 

312,895 

216,3S5 

21,015 

6^1,145 

27,006 

5,7J5 


2,570,130 


From  these  returns,  it  is  apparent  that  the  imports  of  St.  John  de- 
creased in  the  year  1861,  while  the  exports  increased  considerably— 

thus-: 

185C  1851. 

Total  imports $3,900,736    $3,230,765     Decrease,  $729,970 

Total  exports 2,186,495       2,670,130     Increa.«jc,     384,635 

The  following  is  an  account  of  the  timber  and  lumber  cut  on  Ameri- 
can territory,  and  floated  down  the  river  St.  John,  which  was  exported 
(0  the  United  States  under  certificate  of  origin,  In  the  years  1850  and 
1851,  with  their  estimated  value: 


Articles. 


Boards  and  scantling,  M  feet , 

Clapboards M . . . 

I  Shingles do . . . 

Palings do . . . 

I  Hackmatack  timber tons . 

I  Laths M... 

1  Pine  timber tons , 

nees pieces , 

do., 


Spars 


Total  value. 


1850. 


Quantity. 


2,658 

2,699 

4,169 

40 

30 

20 

1,324 

653 

28 


Value. 


$27,670 

40,070 

10,490 

356 

160 

20 

8,905 

400 

65 


88,175 


1851. 


Quantity. 


2,784 
3,857 
0,808 
113 
727 
215 
665 


•220 


Value. 


$35,775 

96,050 

17,020 

616 

3,636 

270 

3,965 


936 


168,165 


i  } 


I 


III 


IMMMMfMl1l|N 


K16 


8.  Doe.  112. 


r    <" 


!^I 


Wl 


From  the  foregoing,  it  will  be  seen  that  the  export  to  the  United 
States  of  American  timber  and  lt>mber,  cut  on  the  upper  St.  John,  and 
shipped  through  the  port  of  St.  John,  has  very  nearljr  doubled  withb 
the  last  year,  and  is  understood  to  be  annually  increasing. 

The  following  is  an  account  of  the  principal  articles  of  colonial  pro. 
duce,  growth  and  manufacture,  exported  to  the  United  States  from  the 
port  of  St.  John,  N.  Br,  during  the  year  ended  3l8t  December,  1861 
with  their  value : 


ArtMea. 


boards  and  scantling .....M  feet 

Pickets  and  palings M  pieces . . 

,  Laths do 

Shmgles do 

Clapboards M 

Hackmatack  timber  and  knees tons .... 

Spars pieces.  - . 

Staves M 

Fire-wood cords 

Lime hhds 

Gypsum tons 

Grindstones pieces 

Ox-horns hhds.  and  crates. 

Potatoes bushels 

Coal tons , 

Black  lead cwt , 

Potash barrels 

Sheepskins crates 

Railway  sleepers M  feet 

Pig-iron tons 

Oats bushels 

Smoked  herrings boxes 

Mackerel barrels 

Salmon,  preserved packages. . 

Salmon,  fresh No 

Shad barrels 

Alewives  and  hemngs do 


Total  value. 


Qnantitj. 


2,997 

331 

1,009 

383 

150 

466 

10 

643 

173 

238 

1,6&2 

63 

32 

8,900 

195 

152 

32 

123 

379 

91 

4,800 

1,392 

10 

766 

4,437 

184 

6,892 


V»lue. 


>37,285 
1,655 
1.270 
960 1 
8,750 1 
2,695 
501 
8,035  j 
865 
290 
2,120 
80 
330 
6,180 
900 
335 
330 
5,275 
2,500 
3,405 
2,400 
1,865 
60 
16,115 
4,440 
1,345 
21,56$ 


125,0 


t  ; 


The  total  value  of  the  like  description  of  articles  exported  from  ibel 
port  of  St.  John  to  the  United  States  in  1850,  was  $157,695;  showingj 
a  decrease  of  ^t  class  of  exportations  to  the  extent  of  $32,615  in  tixl 
year  1861, 


S.  Doc.  112^. 


517 


(It  to  the  United 

er  St.  John,  and 

f  doubled  withb 

iing. 

J  o/i  colonial  pro. 

i  States  from  the 

December,  1851, 


ttity. 


,997 
331 
,009 
383 
150 
466 
10 
643 
173 
238 
1,6&2 
63 
32 
8,900 
195 
152 
32 
123 
379 
91 
4,800 
1,392 
10 
766 
4,437 
184 
6,892 


Value. 


>37,28& 
1,655 
1,270 
960! 
3,750 
2,695 1 
50 1 
8,035 
865 
290 
2,120 
80 
330 
6,180 
900 
325 
3201 
5,275 
2,5001 
3,4051 
2,400 1 
1,865] 
60 ! 
16,1151 
4,440 
1,345 
21,565 


The  following  is  a  statement  in  detail  of  the  various  articles,  the 
growth,  produce,  or  manufacture  of  the  United  States,  imported  into 
the  port  of  St.  John  during  the  year  1860,  with  the  value  of  each  de- 
scription of  articles  i 


125,080 


Articles. 


s  exported  from  Ael 
$167,695;  showngi 
!nt  of  $32,616  in  Ibe 


Apothecary  ware 

Ashes 

Ale  and  porter 

Bricks 

Books  and  stationery 

Bran 

Boats 

[Bread 

Butter  and  cheese 

Barilla 

Broom  brush 

Bark 

Soap  and  candles 

Coffee  and  cocoa 

Coal 

[Indian  corn 

[Canvass  

Cork 

C?.ttlo 

[Clocks 

ICement 

ICotnbs 

ICopper  and  yellow  metal. 

|Coraage 

Carriages 

Confectionary 

Dyewood 

Earthenware,  i. 


rurs, 


Fruits  and  vegetables. 

wied  fruits 

feathers 

Hreworks 


furniture 

^'heat  flour. . 

Rye  flour 

[ire-engine... 

groceries 

plass  ware 

flue 

pin,  wheat, 
laberdashery 


1,080  packages 

98,133  pounds  . . 

3,148  gallons . . 

30,000 

1,761  packages 

100  bags 

4 

1,253  cwt 

233  cwt 

66  tons 

63,954  pounds  . . 

30,606  ..do 

10,060  ..do 

165,050  ..do-... 

2,321  tons 

67,462  bushels.. 
10,194  yards  . . , 

25  bags 

12  head  

2 

515  barrels  . . 
16  packages 

261  cwt 

329  packages 

20 

11  cwt 

1,243  cwt 

70  packages 

62  ...do... 

4,771  ...do... 

1,140  cwt 

18  cwt 

1  box 

1,214  packages 

37,082  barrels  . . 

14,300  ..do 

1 

505  packages 
1,109  ...do... 

2  cases. 

193,723  bushels.. 

1,576  packages 


Value. 


$15,761 

4,986 

628 

196 

24,472 

60 

143 

5,892 

1,82ft 

1,827 

3,866 

3,155 

1,592 

22,636: 

7,724 

46,391 

1,063 

191 

756 

42 

481 

1,331 

5,656 

3,742 

1,041 

181 

1,803 

1,068 

3,116 

9,90ft 

9,358 

90 

16 

3,190 

180,738 

44,240 

2,037 

1,713 

4,886 

40 

205,556 

24,477 


m 


II 


•(■ :    ! 


m'l'I'i^-J 


,  1 


M/i  ]i 

m'  .      ■■  ' 

If'    ."   1   - 

ii'  ■'■■■.'  ^"    f 

S.  Doc.  112. 

Imports  into  the  port  of  St.  John — Continued. 


Articles. 


Hay 

Hair 

Hemp 

Hops 

Hides 

Iron,  wrought  and  unwrought . . 
Iron  castings 

Indigo 

Lidia  rubber  goods 

Jewelry 

Leather 

Lumber 

Lignumvitae 

Lard 

Live  stock 

Matches - 

Meal 

Meat,  salted 

Mahogany  and  rosewood 

Mats : 

Musical  instruments 

Machinery  (planing,  &c.) 

Molasses 

Moulding-sand 

Manure 

Marble 

Nuts 

Minerals 

Naval  stores 

Oil,  fish 

Oil,  palm 

Oars 

Plaster 

Oakum 

Oysters 

Prints 

Rice 

Paint  and  putty 

Sugar,  refined 

Sugar,  muscovado 

Spirits 


492 

2 

118 

43 

78 
276 
573 


168 

272 

24 

1,128 

1,995 

55 

8,874 

1 

28 

8,118 

13,551 

4,912 

50 

25 

27 

77,629 

48 

75 

33 

301 

1 

2,260 

6,215 

78 

20 

240 

19 

193 

6 

209,048 

108 

516 

3,602 

22,376 


tons., 
bags . 
bales . 

.do.. 

.do. . 


tons 

packages,  752 
pieces,    and 

453  cwt 

pounds  

packages  .  

..do 

..do 

feet 

tons 

pounds  

horse ;  6  coops 

poultry 

cases 

barrels 


cwt 

feet,  56  pieces, 
4  packages  . . . 

packages .  

do 

...do 

gallons 

tons 

barrels 


Value. 


$4,867 

30 

2,165 

942 

12,310 

9,651 


7,934 
127 

8,287 

2,125 

13,236 , 

155 
1,218 
9311 

1911 
170 
24,657 
86,616 


tons 

packages 
package . 
barrels  .. 
gallons .  . 
cwt 


pairs . . 
barrels 


tons 

barrels 

packages  

pounds 

kegs  &  barrels 

cwt 

cwt 

gallons 


8,! 

ml 

ml 

2m 

m 

m 

m 
m 
m 

ml 
ml 
im 

8,0 


S.  Doc.  112. 

Import  into  the  port  of  St.  John — Continued. 


519 


T> 


ppices 

.  Sirup 

Stoves 

Seeds 

Shot _ 

Scythe  and  grain  stones  . . . 

Starch 

Tallow  and  soap-grease  . . . 

Tea 

Tobacco 

Timber,  locust.. 

Timber,  pitch-pine  and  oak 

Treenails 

Tui-pentine .* 

Varnish 


I  Vinegar 


Wine 
Whalebone . . . 
1  Wooden-ware 

Total  V 


'♦?. 


116 

84 

1 

7,952 

2 

47 

19 

3,072 

41,246 

37,484 

7 

1,677 

68,818 

2,235 

1,625 

15,999 

4,380 

3 

2,779 


packages 
gallons  .. 


lbs  &  24  pack. 

cwt 

packages  .  . . . . 

boxes , 

cwt , 

pounds  

..do 

tons , 

tons 


gallons  . . 
. . do . . . . 
..do.... 

. .do . 

packages 
.  .do 


$676 
76 


1,392 

13 

353 

78 

22,470 

9,568 

68,356 

142 

11,937 

972 

858 

708 

1,676 

2,922 

62 

12,378 


1,120,582 


The  following  is  a  detailed  statement  of  the  principal  articles  im- 
I  ported  iroin  the  United  States  at  the  port  of  St.  John,  in  the  i^  ar 
1851,  with  their  value : 


Articles. 


Apothecaries'  ware. . 

Aeand  porter 

Ashes 

Books  and  stationery 
Butter  and  cheese . . . 

Bread 

Barilla 

Broom-straw 

Candles  and  soap  . . . 

Coffee 

Coals 

Cider  and  vinegar 

Cordage 


Quantity. 


3,506 
1,001 


gallons 
cwt . . . 


88 

371 

66 

159 

158 

1,007 

1,816 

123 

219 


cwt 

cwt 

tons.  . .  . 

cwt 

cwt 

cwt 

tons 

bairels  . . 
packages 


Value. 


$27,025 

706 

6,490 

35,046 

870 

1,840 

1,966 

1,430 

2,060 

13,720 

6,346 

296 

2,640 


620 


i 


Uu 


S.  Doc.  112. 

Importt  into  the  port  of  8t.  John — Continued. 


Article!. 


Carriages 

Dye-wood 

Earthen  and  glass  ware 

Fruit  and  vegetables 

Furniture 

Dried  fruit 

Wheat  flour 

Rye  flour 

Musical  instruments 

Corn-meal , 

Wheat , 

Corn  and  other  grain , 

Groceries 

Haberdashery , 

Hides 

Hops 

Hemp 

Hardware 

Wrought  P.nd  cast-iron  wares.  — 

India  rubber  goods 

Leather  manufactures  and  leather 

Salted  meats 

Molasses 

Marble  and  other  stone 

Cabinet-wood,  veneers,  &c 

Naval  stores 

Oysters 

Oil 


Quantity. 


22 

133  cwt 


1,39&  cwt . .  - 

68,878  barrels. 

2,028  ..do  .. 

13 

5,549  barrels 

157,900  bushels 

40,246  ..do.. 


Plaster  

Palm  oil 

Rice 

Seeds  

Refined  sugar 
Blown  sugar . 

Spirits 

Tallow 

Tea 


Treenail.', 

Tobacco 

Wood-wares 
Lignumvitse . 

Wme 

Copper 

Hay 


254  bales 
60  .do.. 
217   .do. 


500  packages  . 


9,875  cwt . . . 
27,600  gallons 


1,840 

278 

12,832 

406 

24 

2,519 

212 

1,192 

2,515 

72,820 

4,182 

5,259 

211 
3,777 


barrels 

,.do 

gallons 

barrels 

cwt 

cwt.. , 

bushels , 

cwt 

cwt 

gallons 

cwt 

chests,  84  lbs 

each 

M 

cwt 


21  tons  .. 

3,159  gallons 

38  cwt . . . 

34  tons  . . 


Value. 


$1,200 
655 
9,910 
11,690 
6,775 
8,845 
297,820 
6,890 
530 
16,780 
149,325 
34,385 
8,315 
168,295 
26,435 
2,060 
8,190 
39,600 
11,045 
12,935 
45,600 
81,935 
6,610 
1,740 
4,010 
3,500  I 
485  i 
5,610 
465 
175 
9,630 
2,905 
10,105 1 
16,010 
42,025  I 
36,020 

113,315 1 

2,980 

82,460 

13,035 

230 

2,400 

1,295 

335 


Value. 

•    •  •    *- 

$1,200 

•     •    ■•     a 

655 

•     ■     •     • 

9,910 

11,690 

•   a  •   ■ 

6,775 

m    m    m    » 

8,845 

•    •    «    • 

297,820 

»    .    .    •     . 

6,890 

s     •    a     w 

530 

.... 

16,780 

...... 

149,325 

34,385 

8,315 

158,295 

26,435 

2,060 

8,190 

39,600 

11,045 



12,935 

45,600 

81,935 

6,610 

1,740 

4,010 

3,500 

485 

5,610 

4C5 

175 

9,630 

2,905 

10,105 

16,010 

.      .       a    . 

42,025 

36,020 

4  lbs 



113,315 

2,980 

•   a    •    a 

82,460 

13,035 

230 

2,400 

«    .     a    a 

1,295 

335 

S.  Doc.  112. 

Imports  into  the  port  of  St.  JoA».^Uontinued. 


521 


Articles. 


Pamts 

Pitv-'h-pine  timber 

Live  stock 

Machinery 

Printing  press  . . . 
Fire-engines 


Total  value 


Quantity. 


15  cwt . 
4,228  tons 
1  bull. 


1 
2 


Value. 


$480 

20,290 

210 

1,375 
■  1,125 

1,590 


1,422,930 


From  the  two  preceding  tables  it  will  be  seen  that  the  value  of  im- 
ports from  the  United  States  at  the  port  of  St.  John  in  1850  was 
$1,120,582;  and  in  1851,  was  $1,422,930;  showing  an  increase  in  the 
latter  year  of  $302,348. 

An  examination  of  these  tables  will  also  show  that  the  imports  of 
coals  and  timber  at  St.  John  from  the  United  States,  both  in  1850  and 
1851,  far  exceeded  the  value  of  similar  articles  exported  to  the  United 
States  in  those  years. 

The  quantity  of  coals  of  colonial  produce  exported  to  the  United 
States  from  St.  John  in  1860  was  only  65  tons,  while  in  that  year  the 
[quantity  of  coals  imported  from  the  United  Stales  at  the  same  port  was 
j  2,321  tons.  The  coals  exported  were  of  the  soft,  bituminous  descrip- 
tion, while  those  imported  were  anthracite,  the  use  of  which  in  tms 
colony  for  steamboats  and  foundries,  and  also  for  domestic  use,  to 
which  they  have  not  yet  been  applied,  would  be  largely  increased  if 
they  were  imported  free  of  duty.  In  1851  the  coals  exported  amounted 
[to  195  tons,  and  the  import  from  the  United  States  to  1,816  tons. 

It  will  also  be  observed  that  New  Brunswick  imports  from  the  United 

[  States  large  quantities  of  pitch-pine  and  other  timber,  which  are  in 

much  request  for  ship  building  and  other  purposes.     In  1851  no  less 

than  4,228  tons  of  pitch-pine  timber,  valued  at  $20,290,  was  imported 

at  St.  John  from  the  United  States.     The  demand  for  pitch-pine,  oak, 

I  locust,  hickory,  and  black  walnut,  none  of  which  are  found  in  New 

JBrunswick,  would  be  greatly  increased  if  they  were  free  of  duty ;  and 

Ivariftus  other  descriptions  of  wood  for  cabinet  work  would  also  be 

[sought  after  under  the  like  circumstances. 

The  coals  and  timber  of  New  Brunswick  and  the  United  States, 
Idiffering,  as  they  do,  so  widely  in  character  and  uses,  may  be  fairly 
lexchanged  with  each  other,  each  having  its  own  pecuUar  advantages  ibr 
Icertain  purposes. 

I  The  number  of  vessels  belonging  to  the  United  States  which  entered 
latthe  port  of  St.  John  during  the  year  1851  was  92,  of  the  burden  of 
137,308  tons.  The  largest  of  these  vessels  took  cargoes  of  timber  and 
Ideals  from  St.  John  direct  to  ports  in  the  United  Kingdom,  earning  fair 
jfreight.    The  number  so  employed  in  1851  was  41,  of  the  burden  of 


522 


S.  Doc.  112. 


ij 


II 


29,831  tons.     The  remaining  61  vessels,  of  the  burden  of  7,477  tons 
were  employed  in  voyages  between  St.  John  and  the  United  Stales. 

The  number  and  tonnage  of  new  ships  built  and  fitted  out  at  the 
port  of  St.  John  in  the  year  1850  and  1851  are  as  follows: 


!  ■'','■    .>" 

Number. 

Tom. 

I860 

68 
74 

20 

1851 .  ■ 

38 

Of  the  new  ships  built  at  St.  John  in  1851,  fourteen,  measuring 
10,332  tons,  were  For  owners  in  the  United  Kingdom,  and  twenty-one 
others,  of  the  burden  of  11,398  tons,  were  sold  and  transferred  toother 
ports  during  the  year.  This  amounts  to  21,730  tons  of  shipping  ex- 
ported from  St.  John  during  the  past  year,  estimated  at  $800,000,  which 
does  not  appear  in  the  export  returns.  ^ 

A  great  improvement  in  the  model  and  finish  of  New  Brunswick 
built  ships  has  taken  place  within  a  few  years,  and  lh(ur  value  has 
thereby  been  greatly  augmented  in  the  English  market.  Larch  tiinber, 
better  known  by  its  local  names  of  hackmatac  or  tamaracl:,  '=  r.cv. 
chiefly  used  in  the  construction  of  the  New  Brunswick  ships;  and  this 
wood  has  been  so  greatly  approved,  that  in  1850  the  committee  of 
underwriters  at  Llo3^d's  decided  to  admit  hackmatac  vessels  to  the 
red  star  class  for  six  years.  This  year  the  same  committee  has  further 
resolved  to  admit  these  vessels  to  the  seven-years  class.  Tiie  resolu- 
tion runs  thus: 

.  "Hackmatac,  tamarack,  juniper,  and  larch,  of  good  quality,  free  from 
sap,  and  not  grain-cut,  will  be  allowed  in  the  construction  of  ships  in 
the  seven-years  class,  for  the  following  parts:  Floors;  first,  second, 
and  third  loot-hooks  and  top  timbers;  stem  and  stern  post;  transoms, 
knight-heads,  hawse-timbers,  apron,  and  dead-wood." 

The  number  of  vessels  belonging  to  the  port  of  St.  John  on  the  31st 
day  of  December,  1850,  was  535,  of  the  burden  of  99,490  tons.    On 
the  31st  day  of  December,  1851,  the  number  was  518,  of  the  burden] 
of  94,810  tons;  the  decrease  is  attributed  to  a  number  of  old  vessels 
being  sold  during  1851. 

The  population  of  St.  John  being  under  30,000  souls,  the  propojtion 
of  tonnage  to  population  is  unusually  large. 


n  i 


'•)    ; 


;n  of  7,477  tons, 
United  Stales. 
fitted  out  at  tlic 
lows: 


iber. 

Tons. 

63 
74 

20,377 
38,960 

)d  quality,  free  from 
ruction  of  ships  in 
oors;  first,  second, 
irn  post;  transoms, 
1." 

)t.  John  on  the  31st 
f  99,490  tons.    On 
518,  of  the  burden] 
nber  of  old  vesseb 

juls,  die  propojUon 


S.  Doc.  112.-                           528 

j,  a£COUtU  of  the  numbers,  tonnage,  and  men,  of  vesseh  that  entered  inward 
and  cleared  outward  at  the  port  of  St.  Andrews  and  its  out-bays  in  1860. 

Pljce  whence  entered, 
„  to  which  cleared. 

Vessels. 

Port. 

Entered  inward. 

1 

Cleared  outward. 

No. 

Tons. 

i 

Men. 

No. 

Tons. 

Hen. 

I'aited  Kingdom 

m 

Viited  Kingdom 

British  West  Indies... 
British  West  Indies. . . 

UnntPTlflAA        _-  ...... 

British. 
« reign  ^ 

British.  I 

Foreign.. 
British... 
British. . . 

British. ' 

V 

British. 
Foreign? 

St.  Andrews 

St.  Stephens 

CampoBello 

Magaguadario... 

8 
1 
3 

2,374 
327 
736 

89 
12 
27 

16 
16 

1 
16 

4,966 

8,219 

598 

7,076 

169 

966 

20 

229 

Total 

St.  Andrews 

12 

3,437 

128 

49 

20,850 

784 

3 
3 

2 

• 

908 
1,042 
1,235 

33 

St.  Stephens  — 

33 

Magaguadario... 

•  ^.  .  .  .  .  . 

1 

37 

Total 

8 

3,185 

103 

St.  Andrews 

St.  Stephens 

Magaguadario... 
CampoBello 

Total 

St.  Stephens 

1 

8 

"2 
11 

414 

1,766 

"242 
2,422 

19 

81 

"""13 

21 

1 
1 

3,536 
154 
^27 

181 

6 

11 

113 

23 

3,917 

198 

2 

250 

12 

St.  Stephens 

1 

ICT 

9 

lilsnd  St.  Martin 

BritishN.  A.  Colonies. 

United  States 

United  States 

CampoBello 

St.  Andrews 

St.  Stephens 

Magaguadario... 
CampoBello 

Total 

St  Andrews 

St.  Stephens 

Magaguadario... 
CampoBello 

Total 

St.  Andrews 

St.  Stephens 

Magaguadario... 

Total 

Grand  total. 

2 

14 

38 

6 

15 

73 

126 
23 

103 
22 

274 

250 

13 

572 

1,544 

503 

434 

3,053 

8,775 

8,228 

7,664 

867 

44 
117 

28 
53 

242 

14 

30 

7 

23 

74 

751 

772 
219 
644 

54 

81 
24 

77 

2,386 

236 

44S 

264 

401 

72 

28 

1 

108 

23 

1,534 

707 

2,657 

1,400 

96 
15 

284 
94 

25,534 

1,185 

160 

6,298 

32,885 
884 
567 

489 

339 
15 

6 

33,901 

2,388 
1,708 

2,026 

89 
55 

332 

7 
5 

1,986 
29 
21 

360 
732 

37,997 
72,693 

2,17C 

344 

34,296 

2,036 

3,851 

661 

71,358 

8,867 

r;i 


..■^' 


bU 


S.  Doc.  113. 


:  t      : 


mm' 


I  *^- 


The  total  amount  of  shipping  owned  at  the  port  of  Miramichi  on  I 
the  3l8t  day  of  December,  1861,  was  93  vessels — 7,466  tons.  Durincr 
1861,  the  number  of  new  vessels  built  on  the  gulf  coast  of  Newfirun^ 
wick  was  twenty-one,  measuring  11,879  tons;  of  these  four  were  over 
i,000  tons  each,  and  five  were  over  700  tons  each. 

The  vessels  which  entered  inward  and  cleared  outward  at  Mlra.  I 
michi  during  the  years  1860  and  1861,  were  as  follows: 


I860. 

/^'                     Countriei. 

Inward. 

Outward. 

■  -  •                        • . ' 

Number. 

Tons. 

Number. 

Tom. 

34,886 

4,888 

102 

501 

Great  Britain .... 

42 

118 

29 

13 

16,438 

10,695 

7,612 

3,088 

95 

92 

3 

6 

British  Colonies 

United  States 

Foreign  States 

Total 

202 

37,733 

196 

40,377 

• 

1851. 

Countriei. 

Inward. 

Outward. 

Number. 

Tons. 

Number. 

Tons. 

Great  Britain 

48 

124 

38 

9 

19,017 

10,305 

9,162 

1,612 

104 

100 

6 

6 

39,146 

6,581 
307 
220 

British  Colonies 

United  States 

Foreign  States. 

Total 

219 

39,986 

216 

45,2oi 

The  total  value  of  imports  and  exports  at  Miramichi  in  1851  is  tl; 
stated:  Imports,  $347,990;  exports,  $411,700. 

Of  the  imports  at  Miramichi  in  1851,  goods  and  merchandise  from  I 
the  United  States,  of  similar  descriptions  to  those  imported  at  St.  John, 
were  received  to  the  extent  of  $47,436. 


S.  Doc  113; 


«Sff 


The  exports  to  the  United  States  in  1851  were  as  follows: 


I860.                            1 

Outward. 

Number. 

Tom. 

34,886 

4,888 

102 

601 

i 
5 
2 

S 

95 

92 

3 

6 

3 

196 

40,377 

1851. 

— 

Outward. 

Number. 

Tom. 

7 
5 
2 
2 

104 

100 

6 

6 

39,146 

6,581 
307 
220 

;6 

216 

45,2oi 

Article!. 


I^lewives 

Salmon 

Shad 

Bass 

Herrings 

Mackerel 

Preserved  salmon 
ghingles 


Total. 


Quantity. 


1,337  barrels 

$4,160 

458      do. 

5,715 

2      do. 

10 

3      do. 

15 

65      do. 

155 

2      do. 

15 

73,736  pounds 

13,050 

77,000 

135 

Yaloe. 


23,255 


In  the  year  1850,  five  American  ships,  of  the  burden  of  2,273  tons, 
wk  cargoes  of  timber  and  deals  from  M iramichi  to  London ;  and  in 
JS51,  six  American  ships,  of  the  burden  of  2,954  tons,  also  took  car- 
es to  the  United  Kingdom  from  this  port,  under  the  provisions  of  the 
British  navigation  laws. 

At  the  port  of  Dalhousie  the  value  of  imports  in  1851  was  $128,570; 

bf  exports,  $152,015.     There  were  28,202  tons  of  pine  timber  exported 

)the  United  Kingdom  in  1851.     The  shipping  returns  at  this  port  are 

i follows:  Inward,  108  vessels — 21,774  tons;  outward,  102  vessels— 

|I3,666  tons. 

At  Bathurst  the  value  of  imports  in  1861  was  $77,850 ;  of  exports, 
1115,090.  Shipping,  inward,  89  vessels — 14,065  tons;  outward,  79 
fesseis — 15,991  tons. 

AtRichibucto  the  value  of  imports  in  1851  was  $109,000,  and  the 
[alue  of  exports  $133,155.  Shipping,  inward,  106  vessels — 16,786 
bns;  outward,  105  vessels — 18,305  tons.  Among  the  vessels  at 
lichibucto  in  1S51  were  the  following  vessels  not  British: 


'  :'■<■ 


h 
111 


■^1 

m 


nichiin  1851  is  thus 


,v.* 

*.'' 

t    ' 

m 


s 


I 


1 


I 


8.  Doc.  112. 


sufr^tfmlx. 


,  t  t 


1 


W) 


S  d  d  d  d 


ji    ri         JO    b5 


1      1 


o 


-3'O'r  t; 


§1 


CS    CO 


'O  — 


m 

u  o  o 


J2  o  o  o 

-^  'O  TS  T3 


HQ     ftfi 


T) 


9> 


w    o 


t)  t3 


0) 


Sm»o 


1 


CO 


I 

^  to 


^ 


8.  Doc.  112. 


527 


Tlic  trade  of  the  colony  of  New  Brunswick  for  tlic  year  1861  is  thus 
summed  up: 

Imports  at  St.  Jolui 83,749,585 

Imports  at  ports  on  the  G  ulf 877,855 


Imports 


at  St.  Andrews 


fi'25,000 


Totid  imports  in  1 851 . . . . . . .  1 . ". . .  .'i '.  .\  . . .......     4,852,440 

Total  " 


Incr 


imports  m  1850 4,077,666 

case  in  1851 774,775 


Exports  from  St.  John $2,055,130 

Exports  from  ports  on  the  Culf 1,454,975 


E.xporfs 


from  St.  Andrews 


270,000 


Total  exports  in  1851 3,780,106 

Total  exports  in  1850 3,290,090 


Increase  in  1851, 


490,015 


Sh 

ips  inward  and  outward  in  . 

Nci 

V  Brunswick 

in  1851. 

. 

* 

Great  Britain. 

British  Colonies.  United  States. 

Foreign  States. 

Total. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

Invard 

Outward... 

273 

815 

llS.GTw    1,275 
3-17,757    1,182 

87,9f)5 
73,280 

1,453 
950 

274,594 
111,772 

57 
34 

12,926 
5,719 

3,058 
2,981 

489,150 
538,528 

Sh'q)s  Olid  vessels  owned  in  New  Brunswick  31st  December,  1851. 

' 

Number. 

• 

Tons. 

Total. 

Number. 

Tons. 

Sailing  vessf 
Under  50 

3ls 

tons 

438 
340 

10,857 
.    105,854 

778 
18 

Above  50 

tons. 

Is— 

tons 

116,711 

Iteam  vesse 
Under  50 

5 
13 

13G 
1,441 

Above  50 

tons. ............. 

1,677 

Tnt.nl 

796 

118.288 

.     .        .            

HI   ii 


':       I 


m 

if*-'  .  ' 

WM'^l't' 

m 

''  h 

088  S.  Doc.  112; 

NunU/er  of  new  veateU  built  in  New  Brmuwick  in  1851. 


St.  John  . . . 
Miramichi. . 
St.  Andrews 


NumW. 


60 

SI 

6 

87 


Tom. 


28,628 
6,603 
1091 

34,3^0 1 


An  average  of  nearly  400  tons  to  each  vessel. 

The  value  of  imports  into  the  port  of  St.  John  and  its  outbays  from 
the  United  States  in  1861  was  $1,630,900,  being  an  increase  on  the  I 
preceding  year  of  $306,000.    Fully  one-third  of  all  the  imports  into 
?few  Brunswick  are  drawn  from  the  United  States,  and  the  amount  | 
would  be  greatly  increased  under  more  liberal  arrangements. 

Fisheries  of  New  Brunswick  in  the  Bay  of  Fundy.    | 

The  following  statement  of  the  extent  and  value  of  the  New  Bruns-I 
wick  fisheries  in  the  Bay  of  Fundy  is  from  an  official  document,  com-! 
piled  with  great  care,  in  1860,  bv  a  gentleman  who,  in  that  year,  wmI 
appointed  to  visit  and  inspect  the  various  fishing  stations  and  estab-l 
lisnments  in  the  bay  t 

Grand  Manan. — At  this  island  there  are  twenty-four  fishing  vessels,! 
\idth  two  hundred  and  ninety-one  men;  and  nmety-four  boats,  witli| 
tt|o  hundred  and  eighty-two  men.    The  precise  quantities  of  cod,  iwl- 
lack*  hake,  haddock,  and  herrings  are  not  stated,  but  the  total  catch  ii| 
estimated  at  $37,600. 

Campo  Bello.—Kx  this  island  there  are  eleven  fishing  vessels,  with  fifiyJ 
two  men;  fifty  boats,  with  one  hundred  men;  and  twenty-one  weirs, al-l 
tended  by  one  hundred  mdn.  The  catch  of  all  these  in  1860  is  thiuj 
slated:  5,340  quintals  of  pollock,  1,750  quintals  of  cod,  5,100  barreli 
of  herrings,  480  barrels  of  mackerel,  150  barrels  of  pickled  haddock  an 
cod,  120  barrels  of  oil,  and  40,000  boxes  of  smoked  herrings.  Toi 
value,  $40,940. 

West  Isles. — At  this  group  of  islands  (in  the  immediate  vicinity  i 
the  boundary,  near  Eastport)  there  are  twenty-seven  fishing  vesseli 
with  one  hundred  and  nftj'-six  men ;  two  hundred  boats,  with  fin 
hundred  men ;  and  seven  ^eirs,  attended  by  thirty-five  men. 
catch  of  these  in  1860  is  thus  stated:  20,800  quintals  of  pollock 
hake,  3,750  quintals  of  cod,  3,500  barrels  of  herrings,  800  barrels « 

Eickled  cod  and  haddock,  450  barrels  of  oil,  and  5,000  boxes  of  smoked 
errings.    Total  value,  $51,060. 

Harbor  of  St.  John. — In  this  harbor  there  are  about  two  hundn 
boats  and  five  hundred  men  employed  in  the  fisheries.  The  catch  o 
2850  is  thus  stated:  40,000  salmon,  (exported  to  Boston,  &c.,  fresh, 


S.  Doc.  112. 


629 


1851. 


(dumber. 

Tom. 

60 

21 

6 

38,628 

6,603 

109 

87 

34,360 

d  its  outbays  from ' 
an  increase  on  the  I 
[1  the  imports  into 
>s,  and  the  amount  | 
igemenls. 

'  Fundy.    I 

of  the  New  Brans- 1 
ial  document,  com* 
o,  in  that  year,  wmI 
stations  and  estab-l 

four  fishing  vessels, 
Bty-four  boats,  with 
aantitiesof  cod,  poH 
jut  the  total  catch  is] 

ing  vessels,with  fifty 
Aventy-one  weirs,  ai'l 
hese  in  1850  is  thuij 
)f  cod,  6,100  barrel 
pickled  haddock  ai 
,ed  herrings.    To* 

mmediate  vicinity 
leven  fishing  vessel 
Ired  boats,  withw 
hirty-five  men. 
intais  of  pollock 
rrings,  800  barrels 
,000  boxes  of  smoke 

}  about  two  hundi 
iheries.    The  catch 
Boston,  &c. 


1  icf,)  14,000  barrels  of  olowivcs,  and  1,200  barrels  of  shad.     Total 
Ivalun,  $100,000. 

Cumberland  bay. — In  the  northeastern  arm  of  the  Bay  of  Fundy, 
Unown  as  Cumberland  buy,  there  arc  two  hundred  and  thirteen  fishing 
bfliits,  with  five  hundred  and  twenty  men.     The  catch  of  1860  is  thus 
suited:  4,100  barrels  of  shad.    Value,  $24,000. 

At  various  smaller  stations  on  the  bay  shore  the  fisheries  for  shad^ 
Ulnion,  herrings,  cod,  pollock,  hake,  and  haddock,  were,  in  1860,  es- 
timated at  the  value  oi  $10,000. 

Total  value  of  New  Brunswick  fisheries  within  the  Bay  of 
Fundy,inl860 $263,600 

The  free  navigation  (if  the  river  St.  John. 

The  extent  and  navigable  ciiaracter  of  the  river  St.  John  have  been 
lalready  noticed. 

From  its  mouth,  at  the  harbor  of  St.  John,  in  the  Bay  of  Fundy,  to 
its  source,  at  the  Metjarmette  portiige,  in  the  highlands  which  separate 
[Maine  and  Canada,  its  length,  as  already  stated,  is  four  hundred  and 
ifty  miles. 

From  the  sea  to  the  Grand  Falls,  the  distance,  as  before  mentioned, 
about  two  hundred  and  twenty-five  miles :  up  to  that  point,  the  river 
ins  exclusively  within  British  territory.    About  three  miles  above  the 
ills,  the  due  north  line  from  the  monument  at  the  source  of  the  St. 
]mk  strikes  the  river  St.  John;  from  thence  the  boundary  between 
laine  and  New  Brunswick  is  found  in  the  middle  channel  or  deepest 
fater  of  the  river,  up  to  the  St.  Francis,  a  distance  of  seventy-five  mdes. 
1  this  distance  the  right  bank  of  the  St.  John  is  within  the  State  of 
laine,  and  the  left  bank  in  the  province  of  New  Brunswick. 
From  the  mouth  of  the  St.  Francis  to  a  point  on  the  southwest  branch 
the  St.  John,  where  the  line  run  under  the  treaty  of  Washington  in- 
irsects  that  branch,  the  distance  is  one  hundred  and  twelve  miles ; 
id  for  that  entire  distance  the  river  St.  John  is  wholly  within  the 
tate  of  Maine. 

From  the  point  just  mentioned,  to  the  monument  at  the  source  of  the 
ler  on  the  Metjarmette  portage,  the  distance  is  about  thirty-eight 
les.  The  right  bank  of  the  river  only  is  in  Maine,  the  left  bank  being 
[itbin  the  province  of  Canada. 

litis  therefore  apparent  that  nearly  one-half  of  the  extensive  river  St. 
|hn  is  within  the  United  States,  whose  citizens  thus  become  greatly 
feresied  in  its  navigation.     Besides  the  main  stream  of  the  St.  John, 
ere  are  also  large  tributaries,  some  of  them  wholly,  and  others  par- 
ly, within  the  State  of  Maine ;  and  it  has  been  estimated  that  there 
one  thousand  three  hundred  miles  of  navigable  water  in  the  St. 
in  and  its  tributaries,  to  be  used  in  common  by  British  subjects  and 
lerican  citizens. 

'he  territory  watered  by  the  St.  John  and  its  tributaries  comprises 
|e  millions  of  acres  in  New  Brunswick,  about  two  millions  in  Canada, 
six  millions  in  the  United  States. 

'he  portion  within  the  United  States  is  covered  with  timber  of  the 
5t  useful  and  valuable  descriptions. 

36  . 


I* 


530 


a  Doc.  112. 


li.      i 
■:  i 


After  the  settlement  of  the  boundary,  by  the  treaty  of  Washington,  m  l 
1842,  it  was  divichd  in  nearly  equal  proportions  between  the  States  of  I 
Maine  and  Massachusetts,  each  of  which  has  since  sold  a  number  of  I 
townships  for  lumbering  purposes,  and  granted  permits  for  the  like  I 
object  to  a  large  extent. 

The  whole  of  the  limber  and  lumber  cut  within  this  district  (with 
the  exception  of  a  small  quantity  which  is  floated  down  the  Penob- 
scott)  finds  its  way  to  the  seaport  of  St.  John.  On  being  shipped  from 
thence,  it  has  been  subject  to  an  export  duty,  since  the  1st  May,  I844 
at  the  following  rates :  on  every  forty  cubic  feet  of  white  pine  timber' 
twenty  cents;  on  every  forty  cubic  ieet  of  spruce  timber,  fifteen  cents' 
and  the  same  on  every  forty  cubic  feet  of  hackmatac,  hard-wood  timber' 
masts,  or  spars ;  and  the  sum  of  twenty  cents  on  every  thousand  super- 
ficial feet  of  saw-logs,  sawed  lumber,  or  scantUng.  I 

This  export  duty  is  paid  by  all  timber  and  lumber  alike  in  New 
Brunswick,  and  in  every  part  of  the  province.  It  was  imposed  in  I 
consequence  of  the  difficulty  and  expense  of  collecting  stumpage  in| 
New  Brunswick ;  and  in  the  local  act  which  first  passed  in  that  colonyl 
all  timber  and  lumber  cut  by  American  citizens,  within  the  limits  ofl 
the  United  States,  and  floated  down  the  river  St.  John,  was  expresslyl 
excepted  from  its  operation.  But,  upon  the  opinion  of  the  law  officersl 
of  the  Crown  in  Lncland,  this  act  did  not  receive  the  royal  assent,! 
because  it  was  held  mat  such  an  exception  was  contrary  to  the  letter! 
and  tht  spirit  of  the  treaty  of  Washington,  which  expressly  provides! 
by  its  3d  article  "  that  all  the  produce  of  the  forest,  m  logs,  lumber,! 
timber,  boards,  staves,  or  shingles,  or  of  agriculture  not  being  manuJ 
factured,  grown  on  any  of  tiiose  pnrts  of  the  State  of  Maine  watered! 
by  the  river  St.  John,  or  by  its  tributaries— of  which  fact  reasonable! 
evidence  shall,  if  required,  be  produced — shall  have  free  access  into! 
and  through  the  said  river,  and  its  said  tributaries  having  their  soura 
within  the  State  of  Maine,  to  and  from  the  seaport  at  the  mouth  of  tlie| 
said  river  St.  John,  and  to  and  round  the  falls  of  said  river,  either  h]\ 
boats,  rafts,  or  other  conveyance;"  "that  when  mfhin  the  province  of  Xm 
Brunsmck,  the  said  produce  shall  be  dealt  toith  as  if  it  were  the  yrodrntu 
said  province^ 

The  refusal  of  the  Crown  to  assent  to  the  colonial  act  was  based  up 
the  principle  that  neither  the  legislature  of  New  Brunswick  nor  tbi 
imperial  government  had  either  the  right  or  the  power  to  make  anydis] 
tinction  between  the  produce  of  the  United  States  floated  down  tin 
river  St.  John  and  the  produce  of  New  Brunswick.    If  it  were  on 
conceded  that  a  distinction  could  be  drawn,  such  distinction  could  1 
carried  out  so  as  to  operate  very  disadvantageously  upon  Americai 
produce.     The  British  government  in  such  case  might  maintain  thi 
such  timber  and  other  articles  of  the  United  States  floated  downtli 
St.  John  were  subject  to  foreign  duty  on  importation  into  England, 
while  similar  articles  from  New  Brunswick  were  admitted  at  a  nominsi 
duty  only. 

After  this  construction  of  the  principle  of  the  treaty,  the  legislatun 
of  New  Brunswick  passed  a  second  act  rendering  all  timber  an(llumliei| 
exported  from  the  province  alike  subject  to  the  export  duty;  andi 
act  has  been  in  operation  since  May  1,  1844. 


S.  Doc.  112.  581 

f  Washington,  in  H    The  following  is  a  statement  of  the  quantities  of  timber  and  lumber 

een  the  Stales  of  I  yiag  floated  down  the  river  St.  John  during  the  present  season  of 
sold  a  number  of  I  is52 : 

mils  for  the  like  ■    lOO.OOO  tons  white-pine  timber,  at  $6  per  ton $600,000 

.            .      ,  .    —      10,000  tons  hackmatac  timber,  at  $7  per  ton 70,000 

his  district  (with  ■  jq^oOO.OOO  white-pine  logs,  at  $6  per  thousand 300,000 

[own  the  Penob-B  g^,  ooO,000  spruce  logs,  at  $5  per  thousand 100,000 

eing  shipped  fromH  5^oOO,000  pine  boards,  at  $16  per  thousand 750,000 

le  1st  May,  1844,  ■  j5Qoo,oOO  cedar  and  pine  shingles,  at  $3  per  thousand  . . .  45,000 

^^^^^  Pi"®  timber,™  ,  ooo,000  pieces  clapboard,  at  $10  per  thousand 80,000 

iber,  fifteen  cents  ;n 

tiard-woodtimber,b  Total 1,945,000 

ry  thousand  super- p 

rt  •  N  ■  As  prices  are  advancing,  the  value  of  the  produce  of  the  forest  above 
iber  alike  in  ^^^^Hmen  may  be  safely  stated  at  two  milUon  ofdollars. 
t  was  imposed  inH  j^^  g^^jy  agreement  for  the  free  navigation  of  the  St.  John  by  citizens 
cting  stumpage  inB^^  ^^^  United  States,  it  should  be  stipulated  that  their  lumber  cut 
ssed  in  that  colony B^^jj^j^j  American  territory,  and  floated  down  the  St.  John,  should  not 
rithin  the  "^its  ofB|^  subject  to  export  duty  if  shipped  from  thence  to  the  United  States, 
jhn,  was  ^xpresslyBg^^jj  ^  stipulation  would  only  be  just  and  fair,  and  would  relieve  our 
I  oi  the  law  omcersB^jjI^gjjg  ffQ^rj  the  payment  into  the  treasury  of  New  Brunswick  of  the 
e  the  royal  ^ssent,B|^^^g  ^^^^  tj^gy  j^q^  contribute  annually  toward  the  support  of  the 
ontrary  to  the  letterB  °    ^^ent  of  that  colony. 

expressly  movide3»  ^^  ^jjg  ^j^ber  which  floats  down  the  St.  John  is  collected  in  one 
St,  in  logs,  l^n^D^riBi^jjj^  Each  piece  is  clearly  and  distinctly  marked,  and  can  be  immedi- 
^^^  ?M  •  ^"^^  ""^""jft'^^y  recognised  by  its  owner :  if  not  so  marked,  it  is  forfeited  to  the 
e  of  Maine  waleredMj^^  Company.  Crown  officers  are  appointed  to  examine  the  whole 
hich  fact  reasonable«J|.jjjg  timber  which  comes  down  the  St.  John,  and  that  which  is  cut 
ave  free  access  intop^^^yj^  ^^e  limits  of  the  United  States  is  readily  recognised  by  them, 
i  having  their  sour  Jpi^p^^  could,  therefore,  be  no  difficulty  in  identifying  such  timber  and 

at  the  moutnot  t^Byjuijgj  when  shipped,  and  in  reUeving  it  from  export  duty,  if  an  agree- 
paid  river,  either  bjMgi^j  ^^  ^^^^  effect  should  be  entered  into  between  the  respective  yov- 

It  were  the  yrodmif^  rpj^^  gj.^  j^i^j^  jg  navigable  by  large  steamers  and  by  sea-going  ves- 
,  ,  ^Is,  of  120  tons,  up  to  Fredericton,  which  is  eighty  miles  from  the 
1  act  was  based  "Fjay  of  Fundy.  In  1848  Fredericton  was  created  a  port  of  entry,  and 
'  Brunswick  nor  tl»  ^gj^  ^^^  vessels  entered  there  from  Boston.  It  is  stated  that  not 
wer  to  make  ^"y^'^^ss  than  fifty  thousand  passengers  were  tiansported  between  St.  John 
es  floated  down  tM  ^j  Fredericton  by  steamers  in  1851. 

ck.  It  ^'^^^^'^^"''fW^  Above  Fredericton  the  river  is  navigable  for  small  steamers  to 
U  distinction  cou  (  D^^^^jg^^^ J. ^  ^  distance  of  sixty-five  miles,  and  from,  thence  to  Grand 
usly  upon  Arneri  ;^»jjllj^^  ^^^^^  seventy-five  miles  farther  up.  The  river  is  also  occasion- 
might  maintain  ^^Hy  navigated  by  small  steamers  during  the  season. 
Eites  floated  down  iMj^  ^^^^  ^^^  legislature  of  New  Brunswick  granted  the  sum  of 
rtation  into  l!'ng"'n»o,000  towards  improving  the  navigation  of  the  St.  John  between 
idmitted  at  a  noraiii««jgjgj.jgj.Qjj  ^^^  ^^^  Grand  Falls ;  this  amount  to  be  expended  at  the 
1  "1  tiB^B^*^  of  $8,000  per  annum  for  five  years.  The  expenditure  commenced 
treaty,  the  legis  rHl850,  The  navigation  is  already  greatly  improved ;  and >  in  a  few 
all  timber  and  iura»ars,  j^  j^  believed  the  river  below  the  Grand  Falls  will  be  (juite 
export  duty ;  an  ""^^eij  f^QP^  obstructions,  and  rendered  navigable  from  thence  to  the  sea 

light-draught  steamers. 


Wm 


532 


S.  Doc.  112. 


■  In  taking  the  census  of  1861  it  was  found  that  there  are  in  New 
Brunswick,  upon  streams  flowing  into  the  St.  John,  218  saw-mills  and 
147  grist-mills.  The  tributaries  of  the  St  John  afl'brd  an  amount  ol 
water-power  which  is  incalculable ;  a  very  small  portion  only  has  yci 
been  employed. 

The  country  bordering  on  the  St.  John  is  well  adapted  for  settle- 
ment  and  cultivation ;  the  soil  is  excellent,  and  produces  large  ciopg. 
As  yet,  it  is  very  thinly  populated ;  still  it  was  found,  by  the  recent 
census,  that  in  the  counties  bordering  on  the  St.  John  the  foDowing 
quantities  of  cattle  were  owned,  and  crops  raised,  in  1850: 

Cattle,  89,657  head ;  sheep,  96,760;  swine,  23,391;  hav,  129,000 
tons ;  oats,  846,445  bushels ;  potatoes,  1,060,883  bushels ;  wheat, 
(above  Fredericton,)  42,500  bushels;  butter,  763,334  cwt. ;  and  ma- 
ple sugar,  124,000  pounds. 

The  larch  or  hackmatac  timber,  which  abounds  in  all  the  territory 
watered  by  the  St.  John  and  its  tributaries,  is  highly  prized  for  ship" 
building,  and  is  greatly  sought  after  by  American  ship-builders.  Ships 
built  of  this  wood  are  rated  as  first-class  for  seven  years,  while  those 
built  of  spruce  and  pine  only  stand  in  that  rank  four  years. 

So  much  of  this  wood  was  carried  out  of  New  Brunswick  into 
Maine  and  Massachusetts  in  1850  for  ship-building  purposes,  that  the 
legislature  of  New  Brunswick  became  alarmed,  lest  the  ship-yards  ofl 
that  colony  should  fall  short  of  a  supply ;  and  a  special  export  duty 
was  therefore  imposed  on  knees,  foot-hooks,  and  floor  timbers,  when  I 
sent  out  of  the  country.     This  act  has  been  suspended  in  its  operation 
during  the  present  year;  but  the  very  fact  that  such  a  duty  has  oncej 
been  imposed,  and  that  it  maybe  demanded  in  another  season,  is 
another  and  powerful  reason  for  an  amicable  and  equitable  arrange 
ment  which  will  open  the  navigation  of  the  St.  Jolm,  to  citizens  ofl 
the  United  States,  and  relieve  them  from  the  payment  of  all,  or  any 
export  duties  upon  their  products,  whether  of  the  forest,  of  mines,  or  oij 
agriculture,  in  their  transit  to  the  sea. 

As  valuable  interests  arise,  and  border  relations  become  more  com-j 
plicated,  this  question  will  yearly  become  more  diflicult  of  arrange-j 
ment.     The  magnitude  of  lumbering  operations  upon  the  waters  ofllwl 
St.  John,  and  the  expense  at  which  those  operations  are  conducted  by 
the  enterprising  and  industrious  citizen*!  of  Maine,  as  also  the  interesij 
of  a  large  body  of  American  citizens,  who,  in  constantly  increaiind 
numbers,  are  forming  new  settlements  on  the  affluents  of  the  St.  Jolin 
and  conducting  agricultural  operations  upon  a  large  scale,  demanc  llie 
fostering  care  and  watchful  protection  of  government. 


,\ 


\  savages 
omi,  in 
surpassec 
cine  men 
gain  ffx)tl 
?iiage  an 
Their 
to  1006 
tomb-stor 

soliiiers 
French 
Scotia. 

We  rell 

to  them 

province. 

rainerals 

lamethyst 

ivas  pres^ 

navigator 

Intone  is  s 

he  count 

ritish, 

ew  Enf 


S.  Doc.  112. 


6M 


li  thtch  of  the  early  history  and  of  the  present  state  of  our  knnwhfJge  of  the 
geology,  mireralogy,  and  topography  of  the  British  prnvincea  of  Nova 
Scotia  and  New  nrunsunck,  containing  information  concerning  the  value 
of  the  minerals  of  those  provinces.    By  Charles  T.  Jackson,  M.  D. 

Nova  Scotia  is  one  of  the  oldest  of  the  European  settlements  in  Amer- 
ica. Little  is  known  of  the  voyages  of  the  Northmen,  but  there  is  reason 
to  believe  that  those  hardy  navigators  were  the  first  Europeans  that 
visited  these  shores.  They  formed,  however,  no  permanent  settle- 
ments, and  hence  did  nothing  towards  the  civihzation  of  the  country. 
The  French  navigators,  the  Jesuit  priests,  and  those  adventurous 
merchants  and  farmers  who  accompanied  them,  did  much  towards  the 
civilization  of  this  continent,  and  the  marks  they  made  in  the  wilder- 
ness of  the  great  northern  and  western  regions  of  this  country  still  are 
extant  in  every  portion  of  the  country  between  the  mouth  of  the  St. 
Lawrence  river  and  the  great  lakes  of  America,  and  all  along  the 
borders  of  the  mighty  Mississippi,  from  the  Falls  of  St.  Anthony  to  the 
Gulf  of  Mexico.  Without  the  use  of  arms  the  French  people  conquered 
the  savages  of  this  continent ;  the  cross  of  the  Saviour  prevailed  where 
muskets  and  bayonets  would  have  been  of  httle  avail.  The  nrdent  and 
devoted  priest,  fired  with  an  irrepressible  zeal,  pressed  boldly  into  the 
I  camps  of  the  red  men  of  the  forest  and  of  the  prairie,  and  overpowered 
the  superstitious  savages  by  a  more  magnificent  display  of  the  regnlia 
of  the  Catholic  church  than  had  ever  been  seen  by  trie  children  of  the 
I  forest. 

Overcome  by  the  pomp  and  show  of  the  ministers  of  the  cross,  the 
[savages  bowed  before  the  God  of  the  white  men  as  superior  to  their 
I  (m\,  in  no  less  degree  than  the  gilded  trappings  of  the  French  priests 
I  surpassed  the  coarse,  gingling  costumes  of  their  own  mystery  or  medi- 
cine men.  It  was  thus  that  the  French  people  first  were  enabled  to 
gain  foothold  among  the  Indians  of  America,  and  to  spread  their  lan- 
guage and  religion  among  the  aboriginal  tribes  of  the  North  and  West, 
I  Their  settlements  certainly  left  monuments  which  date  back  as  far  as 
I  to  1G06  in  Nova  Scotia,  for  the  writer  of  this  notice  found  an  ancient 
jtomb-stone  on  Goat  island,  in  the  Anapohs  basin,  with  the  inscription 
jitir.nf^."  It  was  undoubtedly  a  memento  of  the  grave  of  one  of  the 
hokiiers  or  sailors  of  De  Ments'  fleet,  which  established  the  colony  of 
iFrench  people  at  Port  Royal,  now  Anapohs,  in  Acadie — now  Nova 
IScotia. 

We  refer  to  the  settlements  of  the  French,  at  this  early  day,  because 
Ito  them  we  owe  our  first  knowledge  of  a  few  of  the  minerals  of  this 
Iprovince.  The  fleet  of  De  Ments  carried  back  to  France  many  of  the 
jminerals  of  the  newly-discovered  and  newly-settled  Acadie.  A  large 
laraethyst  from  Cape  Split,  or  Cape  Blomidon,  in  the  Basin  of  Mines, 
Vas  presented  to  the  Queen  of  France  by  this  intrepid  and  intelligent 
Inavigator  on  his  return  from  the  province  to  his  native  shores.  This 
Istone  is  said  still  to  exist  among  trie  crown  jewels  of  France,  though 
pe  country  which  it  represents  passed  long  since  into  the  hands  of  the 
critish,  having  been  conquered  principally  through  the  aid  of  the  then 
New  England  colonies  of  Great  Britain — Massachusetts,  New  Hamp- 


■v  J- 1 


f-.   :* 


584 


S.  Doc.  112. 


I 


¥ 


shire,  and  Maine.    Native  copper  was  also  discovered  along  the  shores 
of  Cape  D'Or,  and  in  other  places  in  the  trap  breccia  of  the  North  | 
mountain  ranee ;  and  the  name  Cape  D'Or  leaas  us  to  believe  that  tbt 
brilliant  metallic  copper  seen  beneath  the  waters  which  bnthe  the  foot 
of  that  promontory  was  mistaken,  at  first,  for  native  gold. 

The  early  French  settlers  were  very  attentive  in  t^3ir  exploration  ol ! 
the  mineral  wealth  of  the  country,  and  they  manifested  more  skill  and! 
discrimination  generally  in  their  estimate  of  their  value,  than  is  to  be 
found  among  our  own  pioneers  in  the  wild  and  uninhabited  regions  oi  I 
this  continent.  [ 

We  shall  have  occasion  to  show,  in  a  subsequent  communication, 
how  much  the  French  Jesuits  did  towards  the  discovery  of  the  hidden 
treasures  of  the  shores  of  the  great  lakes  of  this  country,  and  shall  prove 
that  they  knew  more  of  them  in  1636  than  our  own  people  knew  in  I 
1843.    It  must  be  remembered  that  the  Jesuit  fathers  were  men  ofl 

freat  learning,  and  possessed  a  knowledge  of  all  the  sciences  of  their  day;  f 
ence  it  is  not  incredible  that  they  should  have  done  much  towards  a  I 
correct  knowledge  of  the  natural  history  of  the  various  countries  whichl 
they  explored.  It  is  naturd,  also,  that  they  should  have  recorded  the  I 
discoveries  which  they  made,  and  transmitted  an  account  of  them  to  I 
France,  in  order  to  induce  more  of  their  countrymen  to  flock  to  thel 
shores  of  the  New  World.  Did  time  allow  us  to  ransack  the  a  chives  I 
of  the  Jesuit  colleges,  there  is  no  doubt  that  we  should  be  able  to  dis^j 
cover  records  concerning  the  mineral  wealth  of  Nova  Scotia  and  of  Newl 
Brunswick,  such  as  we  found  concerning  the  minerals  of  Lake  Supc-I 
rior  while  preparing  a  report  on  the  mines  of  that  wonderful  region  tori 
our  government  a  few  years  since.  It  seems  to  be  the  duty  of  the  his-I 
torian  of  mineralogical  science  to  search  the  records  made  by  the  lirstl 
explorers  of  the  country,  as  much  as  it  is  the  duty  of  the  historian  ofl 
civil  and  political  movements  to  look  back  to  the  origin  of  facts  and! 
data,  and  to  the  actions  of  his  predecessors.  Unfortunately,  we  havel 
not  the  means  at  hand  to  enable  us  to  perform  this  duty. 

Leaving  the  ancient  history  of  our  mineralogy  to  be  explored  at  somel 
future  time,  we  hasten  to  our  task  of  developing  what  is  now  knoflnl 
concerning  the  geology  and  mineralogy  of  these  important  provinces,! 
remarking,  at  the  outset,  that  it  is  only  proposed  to  give  a  synopsis 
brief  outline  of  the  facts,  without  going  nito  minute  details  of  a  techiii-| 
cal  nature. 

Nova  Scotia  is  a  most  remarkable  peninsula,  bearing  geological  eri-[ 
dence  of  its  having  been  formerly  an  island  of  the  ocean ;  the  low  stripj 
of  marshy  land  between  the  head  of  Cumberland  bay  and  Bay  Vert 
appearing  to  be  the  silt  deposited  at  the  meeting  of  two  counter-curl 
rents — one  from  the  present  Bay  of  Fundy,  and  the  other  from  theAj 
Lawrence  river,  and  its  opposing  tidal  wave.  I 

Exploring  this  neck  ol  land  farther,  we  find  the  underlying  rockij 
consist  of  the  gray,  red,  and  buff-colored   sandstones  of  the  cos 
measures,  filled  with  the  stems  of  the  ancient  forests  that  formed  t 
coal  beds ;  and  containing  innumerable  seams  of  good  bituminous  coi 
many  of  which  are  of  sufficient  magnitude  to  prove  valuable  to  iIk 
coal  miners.    Lofty  cliffs  abutting  upon  the  seacoast,  at  the  South  Joj 


S.  Doc.  112. 


585 


gins,  present  to  the  observer  the  most  beautiful  sectionnl  profiles  of  the 
coal-bearing  strata,  with  their  curious  and  instructive  iossUs,  both  of 
vegetable  and  animal  origin.  Large  trunks  of  trees,  such  as  arc  at 
present  unknown  in  a  living  state,  nre  seen  at  various  points  standing 
at  right-angles  to  the  sandstone  strata,  indicating  that  they  w«re  ori- 
ginally perpendicular  to  the  horizon,  and  have  been  since  tilted  with  the 
siratiAed  rocks  from  their  original  position,  to  an  angle  of  about  fifteen 
degrees  from  the  vertical  line. 

Beneath  the  great  masses  of  coal  formed  from  the  stems  of  Sigil- 
iirtfl,  we  find  a  thin  bed  of  black  shale  filled  with  shells,  resembhng 
the  genus  Dreissena,  a  fresh-water  shell ;  but  they  have  not  neon  fully 
determined  and  described,  having  been  mistaken  probably  for  the  ge- 
nus Mytilus.    Above  this,  the  rocks  are  filled  with  beautiful  stems  of 
the  Stigmaria,  and  of  numerous  species  of  Calamitcs.    Alternate  beds 
of  excellent  bituminous  coal  are  seen  cropping  out  along  the  shore; 
and  the  British  North  American  Mining  Company  has  already  opened, 
,  and  is  now  working,  extensive  mines  in  one  of  these  coal  beds.     This 
I  coal  is  peculiarly  fitted  for  forges,  and  is  sought  with  eagerness  by  the 
smiths,  both  of  New  Brunswick  and  of  Maine. 
A  visit  to  these  mines  will  well  repay  the  traveller  who  wishes  to 
;e  the  relics  of  the  primeval  forests  which  formed  the  coal.     We 
[have  spent  hours  beneath  the  ponderous  piles  of  rocks  which  form 
these  massive  cliffs,  and  have  beheld  with  amazement  the  huge  trunks 
of  trees,  mostly  of  the  Sigillaria  group,  spanning  the  vault  of  rocks 
over  our  heads — one,  forty  feet  long  and  from  two  to  three  feet  in  diam- 
eter, lying  directly  across  the  ceiling  of  shales  which  forms  the  roof  of 
one  of  the  chambers  of  the  mine,     lu  other  places  we  walked  beneath 
the  spreading  roots  of  these  ancient  trees,  and  measured  their  expan- 
sions in  the  shale  of  the  roof  of  the  mine.     Here  and  there  the  scaly 
stems  of  the Lepidodendron  were  seen' stretching  their  tall  forms  through 
ilie  rocks,  or  procumbently  reposing,  like  huge  serpents,  partly  encased 
in  the  rocks.     Now  and  then  a  bunch  of  coal-black  fer.i-fronds  is  seen, 
representing  the  foliage  of  the  ancient  tree-fern ;  and  broad,  flag-like 
jleaves  remind  us  of  the  spreading  palms  of  the  tropical  islands  of  the 
South  Pacific  ocean.     To  the  geologist  the  South  Joggins  coal  mines, 
in  spite  of  its  uncouth  name,  is  like  enchanted  ground,  and  is  to  the 
phytologist  a  classic  land.    The  enterprising  miner  sees  there  the  never- 
I  failing  signs  of  a  coal  deposite;  and  the  quarry  man  finds  excellent  ma- 
Iterials  for  buildings  and  for  grindstones.     It  is  from  rooks  ot  this  veiy 
[coal  formation  that  the  grindstones  which  are  in  use  over   nearly  all 
{our  Atlantic  coast  are  derived;  and  the  places  known  as  Grindstone 
lisland,  Cape  Merriaguin,  and  the  whole  coast  of  Chigenec^o  bay,  aflbrd 
[abundant  strata  which  yield  the  very  best  material  from  which  these 
luseful  tools  of  trade  are  formed.     So  on  the  Peticodiac  river,  both 
Iquarry-stones  of  superior  quality,  and  excellent  grindstones,  are  ob- 
Itiined  in  abundance.     Cape  Rorier  is  now  explored  also  by  enterpri- 
sing quarry  men,  and  yield  b  valuable  returns. 

It  is  not  perhaps  generally  known  that  our  Atlantic  cities,  as  far  south 
at  least  as  Philadelphia,  and  ]>erhap8  also  Baltimore,  receive  large 
quantities  of  beautiful  and  compact  gray,  buff-colored,  and  blue  sand- 


t 


¥■ 


586 


S.   Doc.  112. 


stones  from  the  Boy  of  Fundy.     The  mj^riads  of  grindstones  which  are 
brought  to  our  market  employ  an  immense  amount  of  tonnage,  and 
give  employment  to  a  great  number  of  merchants  in  all  our  towns. 
Who  does  not  know  how  much  our  success  in  agriculture  is  due  to 
gypsum?     Yet,  how  few  stop  to  inquire  whence  it  is  procured.    li\A 
nearly  all  brought  from  the  quarries  of  Nova  Scotia  and  New  Bruns- 
wick, and  belongs  to  the  coal  formation  of  those  provinces.    It  is  used! 
to  a  truly  wonderful  extent  in  the  United  States,  and  finds  its  way,  by 
railroads,  canals,  rivers,  and   lakes,  into  every  part  of  our  country  I 
where  the  hand  of  the  farmer  is  employed  in  raising  grasses,  wheat,  and! 
com.     A  vast  amount  of  tonnage  is  sustained  upon  the  waters  by  thiJ 
traffic  in   gypsum,  taken  from  nature's  inexhaustible  storehouses  in| 
tlie  rocks  of  tne  provinces  which  now  occupy  our  attention. 

The  coals  of  Nova  Scotia  are  of  various  kinds,  and  are  wholly  dif 
ferent  from  those  of  the  United  States;  at  least  they  differ  from  all  the  I 
coals  which  are  found  on  the  eastern  side  of  the  Appalachian  chain  ofl 
mountains,  so  that  they  do  not  enter  into  competition  with  the  coaljf 
obtained  from  mines  in  the  United  States,  which  supply  our  coast.1 
They  are  some  of  them  suitable  for  the  smith's  use,  others  for  steamboat  J 
others  for  gas-making,  &c.,  and  will  be  always  required,  whatever  may  I 
be  the  supply  from  our  own  mines  of  Pennsylvania,  Maryla)'d,  andl 
Virginia;  the  mine  near  Richmond,  Virginia,  furnishing  the  Only  bitu-j 
minous  coal  that  will  serve  in  the  place  of  the  coals  of  Nova  Scotia.! 
Hence,  we  shall  not  fear  that  any  evil  can  come  to  our  own  coal  trade! 
from  the  competition  of  the  British  provinces.  Coals  are  found  most! 
abundantly  in  Pictou,  at  New  Caledonia,  Glasgow,  on  East  river,  and! 
in  various  parts  of  the  great  coal-basin  which  lies  on  the  northern  coast! 
of  Nova  Scotia.  The  island  of  Cape  Breton  also  furnishes  an  abund-f 
ance  of  excellent  bituminous  coal.  I 

In  the  province  of  New  Brunswick  recent  explorations  have  hrouglit| 
to  light  a  most  beautiful,  and  before  unknown,  variety  of  highly  bitu-l 
minous  coal,  containing  sixty  per  cent,  of  gas-making  bitumen  andl 
forty  per  cent,  of  coke,  which  yields  but  half  a  pound  of  ashes  perl 
hundred  weight.  This  coal  is  in  the  true  coal  formation,  and  is  founq 
in  a  highly  inclined  bed  running  nearly  northeast  and  southwest,  viiJ 
the  trend  of  the  enclosing  strata.  This  coal  mine  is  one  of  the  moji| 
remarkable  in  America;  not  only  on  account  of  its  beautiful,  clean,! 
glossy,  and  highly  bituminous  characters,  so  admirably  adapted  forgajj 
making,  but  also  on  account  of  the  abundance,  beauty,  and  perfectioEJ 
of  its  fossils,  and  especially  of  its  embalmed  fishes  of  the  Palceoniml 
genus — fishes  of  the  true  coal  formation  of  America,  and  analogous  tol 
those  of  the  same  formation  in  Europe.  Six  or  more  new  species  ofl 
this  genus  Paheoniscns  we  have  described  in  a  printed  memoir  on  ttiiil 
coal  mine.  Time  and  labor  doubtless  will  add  many  more  to  tbe  hll 
and  the  Albert  county  coal  mine  will  become  the  Mecca  of  pilgriiiiMij 
search  of  fishes  of  olden  time.  This  coal,  as  already  suggesteil 
is  a  new  variety,  particularly  adapted  to  the  uses  of  the  gas-house.  Ill 
furnishes  a  very  rich  gas,  highly  charged  with  carbon,  consisting  inostiyi 
of  olefiant  gas ;  and  hence,  is  the  very  material  that  is  wanted  by  gas  nian-l 
ufacturers  to  enrich  the  products  of  our  semi-bituminous  coals  of  MaiyT 


S.  Doc.  112. 


587 


m 


I  land  anrl  Virginia.  It  is  not  used  alone  in  any  grss-works,  but  is  mixed 
kith  other  coals  in  the  proportions  of  from  one-fifth  to  one-third,  and 
thus  gives  the  best  product  that  can  be  obtained ;  and  at  the  same  time, 
it  gives  greater  value  to  the  coke  of  our  more  ash-bearing  coals.  The 
importauow  of  the  Albert  coal  into  the  United  States  docs  not,  there- 
fore, in  any  way  interfere  with  the  sale  of  our  own  coals ;  but,  on  the 
contrary,  enables  us  to  use  coals  that  would  not  otherwise  find  any  mar- 
ket for  §as-making.  It  also  saves  much  outlay  in  apparatus  required 
for  making  oil-gas  from  whale  and  fish  oils,  used  to  enrich  the  pale  or 
bluish  flame  produced  by  gas  from  many  of  the  coals  employed  at  our 
gas-works.  With  the  progress  of  geological  research  more  deposites  of 
this  valuable  coal  will  undoubtedly  be  discovered,  and  the  trade  with 
the  United  States  will  tend  to  draw  it  within  our  borders,  by  the  ex- 
change of  commodities  with  our  provincial  brethren. 

Thus  far  we  have  called  attention  mostly  to  the  rocks  of  the  coal 
fiirmation  and  to  their  contents.  But  Nova  Scotia  is  a  country  rich  in 
geological  resources ;  all  the  rocks,  from  the  crystalline  granites  up  to  the 
new  red  sandstone  series,  being,  as  it  were,  drawn  together  in  this  pro- 
vince, as  are  still  more  extended  groups  in  the  island  of  Great  Britain. 
It  is  obvious  that  America  has  been  cast  on  a  most  expanded  scale,  and 
that  our  rock  formations  are  so  \^||de  and  deep  as  to  separate  to  great 
distances  the  various  deposites ;  and,  although  Vanuxem  has  in  a  most 
patriotic  manner  declared,  that  "in  proportion  to  the  magnitude  of  the 
geological  scale  is  the  greatness  of  nations,"  we  cannot  conceal  the 
fact  that  it  would  be  much  more  convenient  to  have  our  coal  a  little 
inearer  to  our  metalliferous  deposites,  somewhat  as  they  exist  in  England, 
Scotland,  and  Wales.  In  Nova  Scotia  the  coal  is  very  near  to  her  vast 
[beds  and  veins  of  iron  ores,  and  to  her  copper-bearing  rocks.  The  slate 
ills  furnish  good  roofing  slates,  and  are  full  of  ores  of  the  metals.  Her 
rap-rocks  are  of  the  same  age,  and  contain  the  same  minerals  as  tliose 
n  the  south  shore  of  Lake  Superior,  at  Keweenaw  Point,  on  the  On- 
lonagop.  river,  and  on  Isle  Royale,  which  are  known  to  be  so  rich  in 
mines  of  native  copner  and  silver.  Native  copper  and  silver  are  found 
n  the  trap  breccia,  and  amygdaloid  of  the  north  mountains  of  Nova 
"^^cotia,  in  numerous  places  from  Digby  Neck  to  Cape  D'Or;  and  there 
reason  to  believe,  mat  when  there  shall  be  the  same  amount  of  scien- 
c  labor,  and  of  a  uiig  skill  and  enterprise,  expended  in  searching 
lose  rocks  in  Nova  Scotia,  that  there  has  been  on  Lake  Superior,  there 
ill  be  exposed  many  deposites  of  value  to  the  country,  affording  to  our 
irovincial  brethren  new  means  of  extending  their  traffic  with  our  people. 
There  are  beds  of  sandstone  in  Nova  Scotia  which  also  contain  rich 
res  of  copper;  but  they  have  been  but  little  explored,  on  account  of 
16  peculiar  condition  of  mining  rights  in  that  province,  which  are  not 
Jpen  to  general  competition  and  to  private  enterprise. 

Ores  of  lead  ;ue  also  found  near  tne  Sh;ebinacudie  river,  and  in  other 
Smestone  rocks  of  that  province,  which  belong  to  the  upper  Silurian  or 
the  Devonian  groups. 

Hones  of  superior  quality  are  furnished  from  some  of  the  slates  of 
he  coal  series,  where  the  argillaceous  strata  have  been  acted  upon  by 
he  igneous  trap-rocks. 


!    '/ 


■#?'" 


«,:.      , 


696 


a  Doc.  112. 


Sandstones  suitable  for  the  hearths  of  iron  fiimacet  are  abundantly 
obtained  upon  the  borders  of  Cumberland  bay,  and  ores  of  manganese  I 
are  abundant  as  shore  pebbles  at  Quaco  and  other  parts  of  the  Bay  ofl 
Fundy,  and  veins  of  this  ore  are  found  in  the  limestone  rocks  of  thef 
province.  Iron  ores  of  the  very  best  quality  are  abundant  near  the! 
Basin  of  Mines,  and  near  Anapolis,  at  Nictau,  and  Clements,  on  I 
Digby  Neck,  and  also  near  the  cold  mines  of  Pictou.  These  rich  ironl 
ores  cannot  find  an  American  market  so  long  as  England  furnishes  ironl 
to  her  provinces  free  of  duty,  and  no  market  is  offered  here  for  Nova  I 
8cotia  iron  except  under  the  same  duties  as  are  imposed  on  that  brought! 
from  England. 

We  have  not  described  the  beautiful  agates,  amethysts,  chalcedonicg,! 
jaspers,  cairngorms,  and  the  entire  group  of  zeolite  minerals  which! 
abound  in  the  amygdaloidal  trap  of  Nova  Scotia,  and  tempt  the  minH 
eralogist  to  wander  beneath  the  frowning  crags  which  overhang  his 
head  along  the  Bay  of  Fundy,  rising  in  mural  precipices  of  from  lOo! 
to  600  feet  in  height,  and  dropping,  after  each  wmter's  frost,  large  heapsi 
of  precious  specimens  ready  for  the  col'ector;  for  such  things  are  noti 
looked  upon  by  every  one  as  matters  of  economic  value,  though  theyl 
are  really  such  when  they  induce  travel  from  distant  shores  into  Noval 
Scotia,  and  cause  the  expenditure  of  wealth  among  the  people  of  the! 
province — the  inevitable  result  of  inducing  travellers  to  pass  their  timel 
among  them.  They  are  also  valuable  beyond  what  most  persons  sup-j 
pose,  when  they  add  to  human  knowledge  and  to  the  means  of  instruc-l 
tion  in  science,  for  all  parts  of  science  are  in  some  way  connected  with! 
each  other,  so  that  the  advancement  of  what  appears  to  be  at  first  a) 
useless  branch  of  learning  may  open  the  way  to  more  profound  knowlT 
edge  of  the  laws  of  the  universe,  and  brings  about  results  not  at  first! 
anticipated.  No  one  knows  how  useful  a  stone,  at  first  sight  apparentljl 
useless,  may  become  by  the  hand  of  science. 

What  beautiful  laws  were  opened  by  Sir  David  Brewster,  and  others,! 
by  the  study  of  the  polarization  of  light  by  crystals  of  these  very  niin-l 
erals,  so  that  these  discoveries  are  now  reduced  to  real  pecuniary  value! 
in  every  well  conducted  sugar  plantation  of  the  world.  Again,  the| 
polarization  of  light  is  now  turned  to  account  not  only  in  detecting 
intimate  structure  of  bodies,  so  as  to  leam  their  nature,  however  maske^! 
but  even  the  light  of  a  wandering  comet,  or  of  the  flitting  aurora  boretl 
lis,  is  caught  between  the  polarizing  crystals  and  made  to  confesil 
whether  it  is  intrinsic,  or  is  borrowed  from  some  other  sourca! 
We  shall,  therefore,  claim  some  attention  to  the  curious  minerals  c 
Nova  Scotia,  though  their  uses  may  not  be  all  at  once  apparent. 

The  topographical  features  of  Nova  Scotia  are  not  less  remarkabkl 
than  the  geology  of  that  province.     We  have  along  the  Bay  of  Fundjl 


Note. — ^We  refer  to  the  memoir  of  Messrs.  Jackson  and  Alger  on  the  mineralogy  andgerfl 
ogy  of  Nova  Scotia,  published  in  the  American  Journal  of  Science  and  of  the  Artt;  for  1^1 
republished  in  the  Transactions  of  the  American  Academy  of  Arts  and  Sciences,  for  1832,  ii| 
full  descriptions  of  the  interesting  minerals  and  rocks  of  Nova  Scotia.  Also,  to  sundry  ptpenl 
published  in  the  Quarterly  Journal  of  the  Geological  Society  of  London,  by  James  Dawstnl 
esq.,  of  Pietou.  Also,  to  Sir  Charles  Lyell's  Travels  in  America,  and  to  sundry  comrauniol 
tions  published  by  him  in  the  Quarterly  Journal  of  the  Geological  Society  of  L(BndoD,fori»| 
marks  on  the  geology  of  parts  of  this  interesting  province. 


S   Doe.  112. 


589 


I  a  long  ridge  of  mural  precipices,  excavated  by  the  action  of  the  sea, 

jhich  wears  away  the  softer  am3rgdaloid  and  trap  breccia  lying  at  the 

[line  of  junction  of  the  trap  rock  with  the  new  red  sandstone,  and  forms 

L  overhanging  mass  of  columnar  trap  rocks  in  numerous  places  on 

that  coast.    This  trap  ridge  runs  ENE.,  and  WSW.,  and  extends  one 

hundred  and  thirty  miles  in  length  from  Briar's  island,  at  the  extremity 

of  Digby  Neck,  t'j  Capes  Split  and  Blomidon.    There  cannot  be  a 

Lore  picturesque  coast  than  this.    These  frowning  crags,  with  their 

crowded  forests  of  fir  and  spruce  trees,  first  meet  the  eye  as  we  cross 

the  Bay  of  Fundy.    Their  height  serves  to  protect  the  interior  from 

the  driving  fogs  of  the  bay,  which  melt  into  thin  air  as  they  pass  up  the 

des  of  these  mountains  and  disappear. 

Beyond  this  barrier  we  come  to  the  rich  and  beautiful  valley  of  the 
Unapolis  river,  which  takes  its  rise  in  the  Garden  of  Acadie,  Cornwal- 
|lis,  where  the  teeming  soil  bears  abundant  produce. 

Passing  this  valley  as  we  wend  our  way  across  the  country,  we 
I  come  to  the  South  ntiountains,  the  great  Silurian  ridge  of  slate  rocks, 
Icontaining  the  rich  iron  ores  of  Nictau  and  Clements,  so  remarkable 
for  their  abundant  Silurian  fossils,  such  as  the  asavhus  cryjUurua,  del 
Lyju,  and  other  well  known  fossils  of  the  Silurian  rocks.  Beyond  this, 
|we  come  to  the  granite  rocks  which  were  elevated  subsequently  to  the 
Idepsition  of  the  strata  of  Silurian  slates,  and  have  lifted  them  at  a 
Ibofd  angle  with  the  horizon. 

I  This  IS  a  cross  section  of  Nova  Scotia.    If  now  we  travel  to  the  north- 

leastward,  we  soon  change  the  scene  and  find  ourselves  on  the  Permean 

jsandstones  near  Windsor,  and  soon  come  to  the  gypsum  rocks  in 

Ithe  coal  series  of  the  province,  where  we  wander  over  extensive  hills 

lof  g}psum,  and  see  the  quarries  wrought  by  the  busy  miner  and  quar- 

jiyman.    Riding  over  a  fine  road  to  Hmifax,  we  come  to  the  flinty  slates 

lof  that  town,  so  remarkable  for  their  hard  sterility.      Travelling  north- 

Ivard  to  Pictou,  we  traverse  extensive  beds  of  Devonian  limestone,  and 

jsoon  come  to  the  rich  deposites  of  coal  and  of  iron  ore  in  the  district  of 

Pictou,  and  on  the  East  river,  in  New  Glasgow.      This  whole  region  is 

pch  and  beautiful,  and  is  settled  mostly  by  Highlanders  from  Scotland 

vhile,  in  other  parts  of  Nova  Scotia,  as  at  Halifax  and  in  the  valley  of 

Inapolis,  we  have  English  and  Irish  ;  and  on  Digby  Neck,  Hessians, 

American  refugees,  and  French.     The  French  population  is  mostly  on 

khe  other  side  of  St.  Mary's  bay,  on  Sissaloo  river — an  old  French  col- 

pny,  the  remains  of  the  French  neutral  colony. 

Nova  Scotia  is  remarkably  temperate,  considering  its  northern  lati- 

ude,  the  almost  insular  position  of  the  province,  and  the  proximity  of 

Kie  gulf-stream  serving  to  render  the  climate  more  mild  than  that  of 

^anada.    The  tides  of  the  Bay  of  Fundy  have  always  attracted  much 

Attention,  on  account  of  the  great  ebb  and  flow,  and  the  manner  in 

vhich  the  tide  enters  the  narrow  bays  and  runs  up  the  rivers,  both  in 

(few  Brunswick  and  Nova  Scotia.      It  is  obvious  to  the  hydrographer, 

ihat  the  great  tidal  wave  enters  the  Bay  of  Fundy  at  its  wide  tunnel- 

pke  mouth,  and  is  kept  from  spreading  by  its  rocky  walls,  and  is  forced 

Bto  a  narrow  compass  as  into  a  tunnel's  neck.      Hence  the  impetuous 

waters,  compressed  into  a  narrow  space,  rise  with  fearful  rapidity, 


n 


540  S.  Doc.  11^. 

rushing  up  in  what  is  called  a  bore,  sometimes  four  or  six  feet  in  heijjhtj 
at  the  heads  of  buys  and  up  the  river  channels.     On  the  Petirodiac,^at 
the  bend  of  the  river,  this  bore  is  seen  to  the  greatest  advantage.    The! 
tides  rise,  at  the  highest,  to  alK)Ut  sixty  feet  at  the  head  of  the  bay,  \\\u\(>\ 
the  rise  is  not  more  than  thirty  feet  at  the  mouth  of  tiie  bay.     Tho  fish. 
ermen  know  how  to  make  use  of  these  rapid  tides,  and  always  mnnnji;| 
to  go  with  the  current.    Hence  the  Peticodiac  is  sometimes  called  "!,> 
zy-nian's  river,"  since  rowing  is  quite  unnecessary,  the  tide  bearing  thel 
boat  whither  the  boatman     isiies,  he  only  having  to  guide  her  course.l 
Every  one  knows  that  the  rivers  of  the  Bay  of  Fundy  are  full  of  fine! 
shad  and  salmon  in  their  season,  and  the  herrings  of  Digby  are  known 
all  the  country  over  for  their  excellence. 

Observations  on  the  geological  resources  of  the  province  of  New  Brumckil 

We  have  already  given  a  brief  sketch  of  the  valuable  mines  nndl 
quarries  on  the  New  Brunswick  side  of  the  Bay  of  Fundy,  though  muchj 
more  might  have  been  stated  had  time  been  allowed  for  a  minute  in-j 
vestigation  of  that  important  district. 

We  shall  now  extend  our  observations  inland,  and  point  out  some  oil 
the  more  prominent  features  of  this  province,  so  far  as  our  personal  ob-j 
servations  will  permit.    Leaving  the  township  of  Hillsboro',  we  travel 
towards  St.  John,  and  find  rocks  of  the  coal  formation,  gray  sandstoncsJ 
snowy-white  gypsum,  and  other  rocks  of  that  series,  which  are  herel 
and  there  found  resting  upon  hills  of  sienite,  hornblende  rock,  and  othcrl 
crystalline  aggregates  of  hypogene  origin.     On  the  borders  of  these  ej-[ 
tensive  rocks  we  find  novaculite  of  a  green  color,  which  appears  to  bel 
an  altered  slate  rock  and  a  conglomerate  of  its  broken  fragments  con-l 
solidated  by  an  argillaceous  cement.    Reaching  Sussex  vale,  we  comel 
to  some  of  the  richest  and  purest  salt  springs  known  in  this  country,  and! 
witness  the  manufacture  of  the  finest  flavored  and  pnrest  table  salt— aal 
article  justly  prized  above  any  kind  of  salt  made  in   .le  country,  on  ac{ 
count  of  its  freedom  from  deliquescent  salts  of  lime  and  magnesia.  Nowj 
en  the  borders  of  the  beautiful  Kennebekaris  river,  we  followed  its  rae- 
anderings  through  one  of  the  most  picturesque  valleys  of  the  provincej 
and  find  on  the  steep  flanks  of  the  hills  the  continuous  out-cropping  t 
red  sandstones  of  the  Devonian  group,  which  support  the  coal  formatioil 
of  the  more  eastern  district  before  described.     This  valley  is  obviousljj 
one  of  denudation,  and  the  deeply  scored  rocks  evince  the  passage,  ill 
olden  time,  of  currents  of  water  and  floes  of  ice  loaded  with  imbeddei' 
rocks  and  frozen  soil. 

The  broail  and  beautiful  Kennebekaris  bay  spreads  before  us,  an 
is  bordered  by  limestone  rocks  of  the  Devonian  group.    We  next  ti\ 
ter  the  city  of  St.  John,  the  great  mercantile  entrepot  of  the  provincf| 
where  ride  large  numbers  of  great  ships,  lading  and  unlading,  am 
carrying  on  an  extensive  commerce  with  the  mother  country.   Tk 
city  of  St.  John  is  surrounded  by  excellent  limestones ;  and  soiwj 
of  the  gray  sandstones  are  found  to  contain  large  fossil  trees,  \m 
eating  that  they  belong  to  the  rocks  not  very  far  below  the  coal  seriesJ 
while  the  slates  of  the  Great  Falls,  a  mile  or  two  from  the  populou 


S.  Doc.  112. 


541 


-  of  New  BrwMJwJ.Htli 


nortions  of  the  city,  contain  the  largest  bed  of  plumbago  known  in 
Aiiicrioa — u  kind  approaching,  in  some  degree,  to  u  nietaniorpht>8f;d 
^al,  but  still  sufficiently  pure  for  the  manufacture  of  lustre,  and 
jbr  the  prcp.i ration  of  moulds  for  iron  castings.  Masses  of  igneuus 
rocks  of  the  trappean  order  are  seen  at  Indiantown,  a  part  of  St.  John 
ciiy,  und  this  igneous  rock  is  su[)posed  to  underlie  the  metamorphosed 
liuiL'stones  and  slates  of  the  town.  It  is  remarkiiblo  that  no  reiruiins  of 
(jssiis  ore  tbund  in  this  limestone  to  denote  its  geological  oge.  As- 
cending the  river,  we  find,  along  its  banks,  the  most  curious  display  of 
the  strata  of  the  country,  lied  sandstone,  slates,  and  litnestone  are  the 
common  rocks  which  meet  the  eye  until  we  reach  Fredericton,  where 
the  coal  formation  crosses  the  river  to  its  southern  bank.  There  is  an 
extensive  deposite  of  the  coal-bearing  rocks  around  Grand  lake,  on 
le  northern  side  of  the  St.  John,  below  Fredericton,  and  mines 
have  been  opened  in  many  places  along  its  borders,  from  which  excel- 
lent coals  have  been  obtained.  They  are  especially  prized  for  use  in 
tlie  forge,  since  they  are  of  the  coking  variety,  useful  m  making  a  hol- 
llow  fire. 

No  spot  thus  far  examined  has  furnished  such  beautiful  specimens  of 

fossil  plants  of  the  coal  formation.     They  are  chiefly  of  the  tribe  of 

fer/ij  and  of  Lejndodendra ;  and  the  perfection  of  these   iv^   lains  of 

iicient  vegetation  cannot  but  excite  the  admiration  of  geologists  and 

itanists;  tor  the  substance  of  the  plants  is  perfectly  preserved,  and 

of  a  perfectly  black  color,  while  the  shales  in  which  they  are  found 

eof  a  light  neutral  tint  of  gray,  giving  great  relief  and  distinctness 

:o  the  conserved  and  charred  foliage.     Even  the  fructification  of  the 

is  perfectly  distinct  on  their  foliage,  and  every  scale  and  leaf  of 


ems 

le  Lepidodcndron  is  found  entire.  The  beds  of  coal  thus  far  opened 
lave  not  been  found  of  much  thickness — most  of  them  not  being  more 
llian  from  a  foot  to  eighteen  inches  thick — but  some  are  of  greater 
nagnitude ;  and  we  are  informed  that  new  beds  of  ample  dimensions 
or  profitable  working  have  been  found  within  this  district,  and  are 
kow  opened  by  miners.  There  is  every  reason  to  believe  that  important 
oal  mines  will  be  found  on  the  borders  of  this  lake,  and  the  time  will 
ome  when  their  fuel  will  be  required  in  St.  John  and  along  the 
orders  of  the  river.    It  will  serve  admirably  for  fuel  in  the  furnaces 

steamboats  which  ply  on  the  waters  of  this  magnificent  river. 

Still  ascending  the  St.  John  by  steamboats,  we  come  to  Wood- 
lock,  on  the  western  side  of  the  river;  and  here,  on  the  borders  of  the 
leduxnekeag  river,  a  few  miles  above  the  town,  we  come  to  one  of 
be  most  extensive  deposites  of  red  haematite  iron  ore — a  perfectly  in- 
(ihaustible  bed. 

This,  though  so  highly  charged  with  manganese  as  to  make  while 
pd  britde  cast-iron,  resembling  antimony  in  its  fractured  surface,  fur- 
[shes  the  very  toughest  kind  ol"  bai-iron,  having  eminently  the  proper- 
ps  required  for  making  the  finest  cast-steel.  It  has  been  for  many 
pars  exported  to  England  for  that  purpose ;  but  owing  to  the  late  re- 
jiction  of  price  in  English  iron,  caused  by  the  glut  of  the  European 

rket,  the  furnace-fires  have  ceased  at  Woodstock  for  the  present, 

iit  will  probably,  as  the  price  is  now  rising  again,  soon  go  into  blast 


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for  the  production  of  pig-iron  to  be  used  in  making  bar-iron  in  thepud.1 
dling  furnaces  of  England.  I 

Ores  of  manganese  are  also  found  around  Woodstock,  though  therl 
have  not  yet  been  sent  to  market.  I 

Still  ascending  the  St.  John,  we  come  to  the  Tobique  river,  -whicbl 
enters  the  St.  John,  on  the  eastern  side,  a  little  below  the  AroostooLl 
A  few  miles  from  the  mouth  of  the  Tobique  we  find  the  red  sandstone! 
rocks,  like  those  of  Nova  Scotia,  full  of  excellent  gypsum.  Springs  ofl 
salt  water  are  also  said  to  have  been  found  therein.  This  gypsum  vM 
prove  valuable  to  the  farmers  on  both  sides  of  the  St.  John,  and  wifll 
«ave  the  expense  of  bringing  that  mineral  up  the  river.  A  tribe  of  In.! 
dians  still  dwell  on  the  borders  of  the  Tobique,  and  have  their  princi.1 
pal  camps  at  the  mouth  of  the  river.  They  still  find  occupation  in  the! 
chase,  and  even  to  this  time  take  many  beaver,  otter,  and  sable,  besidesl 
hunting  bears,  moose,  and  caribou,  in  the  forests.  I 

A  few  miles  more  of  canoe  voyage  brings  us  to  the  upper  falls  of  thel 
St.  John— a  magnificent  cataract  of  70  or  80  feet  perpendicular  de-l 
scent.  This  is  one  of  the  most  picturesque  spots  on  the  river,  and  vil|| 
in  due  time  become  a  favorite  place  of  resort  in  the  summer  season,! 
Here  the  river  is  closely  confined  between  lofly  crags  of  slaty  lime'l 
stone,  and  makes  a  sudden  turn  in  its  course  as  it  bursts  through  itj| 
rocky  barriers.  Its  beauty  is  not  destroyed  by  the  great  sawiniills  tl 
were  built  upon  the  edge  of  the  falls  by  the  late  Sii*  John  Caldwell;L 
but  the  business  created  on  the  spot  has  brought  a  sufiicient  number  oi 
fiettlers  to  make  the  place  more  cheerful.  Above  the  falls  the  river  eiJ 
pands,  and  is  as  tranquil  as  a  placid  lake.  We  followed  its  windings  n 
our  canoe  for  many  days,  stooping  at  night  among  the  hospitable  aiij! 
naturally  polite  French  people  who  live  in  humble  simplicity  on  tlie! 
borders  ot  the  river,  pursuing  their  quiet  mode  of  life,  undisturbed  \s\ 
the  thirst  for  gain  that  torments  dwellers  in  the  great  mercantile  cities} 
of  the  coast.  I 

The  people  of  Madawaska  are  descendants  of  the  French  neutrals} 
of  Acadia,  and  very  much  resemble,  in  their  mode  of  life,  the  peopl; 
of  Sissaloo,  on  the  St.  Mary's  river.    They  have  few  wants,  and  ther^ 
are  easily  supplied  by  means  of  their  own  skill  in  the  chase  and  i 
rural  labor. 

For  forty  miles  above  the  falls  of  the  St.  John,  the  French 
ments  of  Madawaska  are  scattered  along  both  sides  of  the  river, 
principal  settlements  being  on  the  provincial  side  of  the  river. 

Some  fifty  miles  farther  up,  the  St.  John  divides  into  numert 
branches,  which  extend  into  Canada  on  the  north  and  into  Maine  i 
the  south.    The  St.  Frangois  is  its  most  important  Canadian  brand 
and  the  Allagosh,  with  its  numerous  lakes,  and  the  Aroostook,  i 
tending  almost  to  the  northwest  angle  of  Maine,  where  it  nea 
reaches  the  comers  of  New  Hampshire  and  of  Canada,  are  the  long 
tributaries  of  this  great  river.    That  portion  of  the  river  is  but  litt 
known  to  this  day  except  to  the  Indian  hunter;  and  it  is  not,  so  farj 
we  can  learn,  very  inviting  to  the  canoe  voyageur.    The  whole  regionii 
country  above  the  falls  of  the  St.  John  is  based  upon  a  blue  M 
Umestone,  probably  of  the  silurian  group  of  rocks ;  but  it  is  not  richr 
fossils  or  in  minerals  of  value.    The  soil  is  excellent  all  over  ther 


a  Doc.  112. 


548 


bar-iron  in  the  pud>| 
tdstock,  though  theyl 


lockSt  and  beafs  goo^  cttdps  of  the  cereal  grains  and  large  burdens  of 
grass  .when  cleared  and  cultivated. 
Having  no  personal  knowledge  of  the  eastern  coast  of  the  province,  tbd 
Bay  of  Chaleur,  of  Miramichi,  or  of  any  part  of  die  shores  of  the  Gulf  of 
St.  Lawrence,  we  must  leave  that  portion  of  the  province  to  be  de- 
jcribed  by  others.    The  province  of  New  Brunswick  is  known  to  con- 
tain an  abundance  of  the  very  best  kinds  of  timber  for  ship-buiiding, 
tad  for  sawing  into  boards,  plank,  and  deals.    Much  of  her  commer- 
1  intercourse  with  the  mother  country  is  sustained  by  this  trade, 
„ips  of  the  largest  class  of  merchantmen  are,  therefore,  nearly  as  fre- 
qaent  in  the  harbor  of  St.  John  as  in  the  ports  of  the  United  States,  for 
m  class  of  vessels  is  adapted  more  particularly  for  the  transportation 
of  buUiy  timber,  spars,  and  masts.    Most  of  the  ships  which  sail  from 
gt  John  are  built  and  owned  in  the  province. 
New  Brunswick,  as  has  already  been  observed,  contains  some  very 
markable  deposites  of  coal,  accompanied  by  a  series  of  most  perfect 
ils.    The  most  remarkable  of  these  deposites  is  the  Albert  coal- 
le,  in  Hillsboro*,  near  the  banks  of  the  Peticodiac  river.    This  coal- 
is  included  in  shales,  with  an  underlying  mass  of  soft  slate,  equiva- 
int  to  the  under-clay  of  most  bituminous  coal-beds,  and  the  coal  is 
irectly  overlaid  by  strata  of  highly  bituminous  shales,  filled  with  scales 
if  ganoid  fishes,  and  with  the  entire  embalmed  remains  of  beautiful 
)ecies  of  the  genus  Palaoniscus  fishes  of  the  ganoid  order.    These 
issils  were  originally  discovered  by  the  writer  of  this  article  in  the 
ring  of  1851,  and  descriptions  of  them  were  read  by  him  before  the 
38ton  Society  of  Natural  History  at  their  second  meeting  in  May  of 
lat  year,  and  that  paper  was  subsequently  incorporated  into  a  report 
I  the  Albert  Coal  Company,  fix)m  which  report  we  now  extract  the 
illowing: 

"Descriptions  of  the  fossil  fishes  of  the  Albert  Coal  Mine. 

"PI.  L,  Fig.  1.  This  fish  is  the  first  one  that  was  discovered  by  me 
:  the  Albert  mine. 

'Description:  Fish,  four  diameters  of  its  body  long;  head,  obtuse 
r blunt,  as  if  obliquely  compressed  on  upper  and  firont  part;  whole 
[ngth,  3i^  inches;  width  in  middle  of  body,  -r^  inch;  fins,  one  dorsal, 
pposite  anal,  small  triangular,  -^  of  an  inch  at  base,  jointed,  drooping, 
I  if  the  fish  was  dead  before  it  was  enclosed  in  the  mud,  (now  shale.) 
W,  small,  triangular,  a  little  larger  than  dorsal;  pectoral,  small,  com- 
essed  into  mass  of  scales  of  body  of  the  fish ;  tail,  bifurcated,  un- 
kual,  very  long,  and  tapering  in  upper  division,  which  extends  to  a 
pe  point.    The  scales  run  down  on  upper  division  of  tail,  and  become 

lually  smaller  to  tip ;  caudal  rays  come  exclusively  from  under  side 
[upper,  and  from  lower  division  of  tail.  Scales  of  body  brilliant, 
omboidal,  wavy,  serrated  on  posterior  margins,  color  light  brown. 
pis  fish  is  embdmed  and  not  petrified.  No  ridge  of  bone  is  seen  to 
iicate  the  vertebral  colunm ;  hence  the  bones  must  have  been  cartila- 
kous  and  compressible.  The  gill  plates  are  too  confusedly  com- 
psed  to  be  dissected.  I  cannot  find  in  any  published  book  any 
of  a  fossil  fish  identical  with  this.    It  is  evidently  a  Falaeoniscus, 


%  t 


'ill 


6U 


a  Doc.  112. 


'I  I  i:*; 


¥^l 


and  is  probably  a  voung  individual,  as  seems  to  be  indicated  by  jta  j 
small  size  and  the  delicacy  of  its  scales.    We  will  name  it,  provision- 
ally, Palaoniscua  Albcrti,  in  commemoration  of  its  being  the  lirst  fossil 
fish  discovered  in  Albert  county,  in  New  Brunswick. 

"  PI.  I.,  Fig.  2.  This  beautiful  fish  was  found  by  Mr.  Brown,  the 
captain  of  the  mine,  subsequent  to  my  first  visit  to  Hillsboro*.  It  jj 
one  of  the  largest,  or  full  ^rown  species.  It  was  unfortunately  broken 
in  the  operation  of  extractmg  it,  but  it  still  is  a  very  valuable  specimen. 
This  bemg  the  first  fossil  fish  found  by  the  chief  miner,  I  have  named 
it  Palaoniscus  Brownii. 

"  Description :  Fish  nearly  whole.  It  is  one  of  the  largest  species 
yet  found,  and  its  length  is  three  times  the  greatest  width  of  its  oody; 
whole  length,  6^  inches ;  breadth,  liV  inches ;  head  broken  off  just 
in  front  of  pectoral  fin  j  extremity  of  tail  broken ;  abdominal  fin  missing, 
it  having  been  broken  in  getting  out  the  specimen.  Dorsal  fin,  a  litde  I 
behind  middle  of  body,  opposite,  or  rather  a  little  in  front  of  anal. 

"  PI.  I.,  Fig.  3,  represents  a  perfect  fish  of  the  genus  Palaeoniscus, 
which  was  found  on  the  3d  of  June  last.  In  its  general  form  and  ap-i 
pearance  it  resembles  the  Paleeoniscm  Elegans  of  Professor  Sedgewick,) 
iLond.  Geol.  Trans.,  2d  series,  Vol.  iii,  PI.  9,  Fig.  1,)  and  Agassis,  [ 
(Recherches  sur  les  Poissons  Fossiles,  Vol.  ii.  Tab.  10,  Fig.  5,)  but  it 
differs  from  that  species  in  the  striation  of  the  scales,  the  striae  of  the  I 
Hillsboro'  species  oeing  parallel  to  the  anterior  and  lower  niargins  ofl 
the  scales,  and  the  shape  of  the  scales  differing  essentially  from  Mr.' 
Sedgewick' s  species. 

"Description:  Fish,  long  and  slender,  4^  diameters  of  its  body! 

long;  length  of  head,  a  little  less  than  the  largest  diameter  of  the  body;  I 

the  head  has  the  shape,  of  an  equilateral  spherical  triangle;  tip  of  nose,! 

or  snout,  curiously  tuberculated  and  dotted;  gill  plates  cannot  be  dis- 1 

sected,  they  are  so  brittle  and  confused  with  the  head;  ^»a,  pectoral  a  I 

little  behind  gill  plates,  and  extend  below  the  fish  ^  of  an  inch— it  is  I 

a  narrow  pointed  fin,  well  marked  with  its  rays.     Dorsal  Jin  far  back! 

towards  the  tail,  a  little  anterior  to  anal;  it  is  half  an  inch  long  andi^I 

of  an  inch  high,  and  is  well  marked  with  its  rays.    Anal  Jin  somewhat  j 

larger  than  dorsal,  a  little  posterior  to  it.    Abdominal  Jin  very  small,] 

situated  a  very  little  in  advance  of  the  middle  of  the  body;  tailune-j 

qually  bifurcated  or  heterocercal ;  scales  run  down  on  it  becomin'l 

smaller  and  more  and  more  acutely  rhomboidal  or  lozenge-shaped 

they  recede ;  caudal  rays  come  exclusively  from  under  side  of  upperl 

division  of  tail.     Scales  obtusely  rhomboidal  on  anterior  and  middle  ofl 

body,  and  are  distinctly  striated  parallel  to  anterior  and  lower  margins,  [ 

while  they  are  smooth  and  veiy  brilliant  towards  and  upon  the  t 

dorsal  scales  large,  and  in  form  of  obtuse  spherical  triangles,  pointingl 

backwards  towards  the  dorsal  fin.     This  species  is  not  described  iij 

any  book  I  have  examined,  and,  believing  it  to  be  new,  I  shall  taketlie| 

liberty  of  naming  it  Palaoniscus  Caimsii,  after  the  highly  intelligentj 

superintendent  of  the  Albert  coal-mine,  William  Cairns,  to  whose  activel 

and  unremitting  labors  I  am  indebted  for  so  many  specimens  of  these  j 

interesting  fossils.  | 

"PI.  I.,  Fig.  4.     This  large  and  elegant  fish  was  mo.st  unfortunatclTJ 

broken  in  spfitting  it  out  from  the  rock,  only  the  posterior  part  of  it  I 


be  indicated  byiu 
name  it,  provision- , 
(eing  the  lirst  fossil 

iC. 

by  Mr.  Brown,  the 
to  HiUsboro'.  It  is 
nfortunately  brokea 
valuable  specimen, 
ainer,  I  have  named 

'  the  largest  soecies 
t  width  of  its  Dody; 
ead  broken  off  just 
idominal  fin  missing, 
,  Dorsal  fin,  a  little 
in  front  of  anal.  I 
5  genus  Palseoniscus,  1 
reneral  form  and  ap-l 
Professor  SedgewicU 
ig.  1.)  and  Agassiz,! 
lb.  10,  Fig.  6,)  but  it 
ales,  the  striae  of  the! 
.nd  lower  niargins  ofl 
essentially  from  Mr. 

[ameters  of  its  body 

diameter  of  the  body;! 

triangle;  tip  of  nose, 
jlates  cannot  be  dis- 
ead; /w,  pectoral  a  I 

1  -^of  an  inch— it  is 
Dorsal  Jin  far  back 

f  an  inch  long  and  ^ 
Anal  Jin  somewhat 

Iminaljin  very  small, 
f  the  body;  tailune- 
own  on  it  becoming 
or  lozenge-shaped  as 
I  under  side  of  upper 
nterior  and  middle  of 
ior  and  lower  margins,' 
Is  and  upon  the  tail; 
cal  triangles,  pointing 
IS  is  not  described  m 
;new,  I  shall  take  tlie 
the  highly  intelligent 
:;airns,  to  whose  active 
iny  specimens  of  these] 

ras  most  unfortunately 
he  posterior  part  of  It 


H.  Doc.   186.  '^^645 

having  Been  saved  m  a  fit  condition  for  delineation.  The  whole  tenstb 
of  the  fish  was  originally  fifteen  inches.  That  portion  which  remaiQS 
entire,  is  5^  inches  long;  it  was  broken  off  through  the  posterior 
edge  of  the  dorsal  fin.  It  was  an  old  fish,  as  is  evident  from  the  ap« 
pearance  of  the  scales,  which  are  thick,  heavy,  and  have  their  stria- 
tions  in  part  obliterated,  while  the  serrations  are  extremely  sharp  and 
deep.  Thp  scales  are  elongated  rhomboids,  and  have  many  striae 
upon  their  surface,  which  run  parallel  with  their  upper  and  lower 
margins.  Caudal  scales,  acute  lozenges.  They  run  down  on  upper 
division,  which  is  long,  and  covered  with  scales.  Rays  of  tail  come  off 
very  distinctly,  exclusively  from  under  side  of  the  upper  division,  and 
the  tail  is  unequal  or  heterocercal.  Until  we  obtam  an  entire  speci- 
men, perhaps  it  will  be  prudent  to  abstain  from  giving  a  specific  name. 
(See  PL  I.»  Fig.  5,  now  named  P.  Allisoni.)  It  is  a  species  of  the  genus 
Palaeoniscus. 

«P1.  II.,  Fig.  1.  This  species  so  nearly  resembles  the  PaUeonisciu 
kcorus  of  Sir  Philip  M.  de  E^erton  as  on  first  view  to  pass  for  it ;  but 
on  examining  the  lines  of  stnae,  we  are  forced  to  regard  it  as  another 
species.  The  four  great  dorsal  scales,  anterior  to  the  dorsal  fin,  ex- 
actly resemble  in  form  those  represented  in  Sir  Philip  M.  de  Egerton's 
plate.  (See  Quarterly  Journal  Geological  Society  of  London,  for 
1849.)  The  scales  of  one  specimen  are  striated,  parallel  with  the  su- 
perior and  inferior  margins,  and  are  deeply  and  acutely  serrated  on 
their  posterior  edges.  The  lines  of  striation  are  worn  away  consider- 
.  ably,  indicating,  perhaps,  that  it  was  an  old  fish.  It  was,  when  entire, 
about  eight  inches  long,  and  it  is  two  inches  in  diameter  firom  the 
anterior  edges  of  the  dorsal  and  anal  fins.  The  lithographic  delihea- 
Ition  gives  a  sufficiently  full  exhibition  of  the  characters  of  this  speci- 
men, which  appears  tp  be  of  the  same  species,  or  very  near  the 
I  species,  last  described. 

"  Fig.  2, 2  bis  J  are  delineations  of  specimens  of  shale,  representing  a  fish 
and  its  counter  print  in  the  rock,  just  as  it  was  split  open.  It  is  a  small 
[species  of  Palaeoniscus,  compressed  vertically,  and  is  contorted  as  if  the 
fish  had  struggled  to  extricate  himself  when  imprisoned  in  the  mud  that 
[now  forms  this  rock.  The  line  of  dorsal  scales,  in  the  middle  of  this  fi^,. 
[proves  its  position  to  be  as  I  have  stated,  and  this  opinion  is  still  further 
confirmed  by  the  shape  of  the  head,  and  by  the  open  gill  covers^ 
Phis  fish  must  have  been  caught  in  the  mud  alive,  since  it  waa  in 
upright  position. 

"Fig.  3.  represents  a  beautiful  and  perfect  fish,found  at  the  new  pit 

pf  the  Albert  coal  mine,  by  Mr.  Wallace,  deputy  collector  of  Hillsbord*, 

jho  kindly  presented  it  to  me.    It  is  compressed  vertically,  or  from 

be  back  towards  the  abdomen,  and  the  head  is  also  vertically  com- 

|)res8ed  between  the  strata.     The  large  dorsal  scales,  so  characteristic, 

re  seen  along  the  middle  of  the  fish.    There  is  a  coprolite  seen  pro- 

Bcting  from  near  the  middle  of  the  fish,  and  it  is  not  certain  whether  it 

included  partially  in  its  body,  or  was  in  the  mud  before  the  fish 

fas  deposited  or  caught.    The  body  of  the  fish  curves  over  the  coprolite 

if  it  nad  been  a  hard  substance. 

"Description:   Fish  is  4^  diameters  of  its  body  long;  body  3§ 
3G 


'■  :•>  J 


H*   Tnt»   180* 


I' 


iaclies  long;  head  in  form  of  equilateral  spherical  triangle ;  gills  open  • 
back  of  head  beautifully  marked  by  tuberculations,  or  striae  and  dots' 
•dorsal  scales  oval-shaped  and  striated,  the  most  pointed  part  of  the 
scale  being  towards  the  tail;  thery  run  along  the  entire  back  to  the  tail, 
excepting  at  the  place  where  the  dorsal  fin  is  compressed ;  scales  of 
body  serrated  on  posterior  margins,  and  striated  parallel  with  their 
vpper  and  lower  edges,  and  wavy  in  middle.  I  am  disposed  to  regard 
fUB  individual  as  belonging  to  the  same  species  as  the  one  before  de- 1 
scribed. 

"Fig.  2,  2  Ins. — ^Figure  7  represents  a  lower  Jaw  of  a  Palseoniecus  | 
fiom  the  Albert  mines.    It  is  interesting  as  showmg  the  mode  of  denti> 
toon  of  these  ancient  fishes;  the  teeth  are  here  seen  to  be  in  a  line  fixed  I 
ID  regular  sockets  in  the  jaw,  like  those  of  salmon ;  the  jaw  is  beautifully 
marked  with  little  raised  dots,  visible  under  an  ordinaiy  lens;  theteetli 
agree  with  those  observed  by  Sir  Philip  M.  de  Egerton.    (See  Quarterly  I 
Jour.  Geol.  Soc,  Lond.,  1849.) 

**Fig.  8. — This  specimen  was  discovered  by  me  in  the  shale  of  the  I 
new  shaft  of  the  Albert  mines.  It  is  peculiarly  interesting  on  account  I 
of  the  entire  preservation  of  its  abdominal  fin,  and  also  on  account  ofl 
its  association  with  a  coprolite  which  seems  to  have  belonged  to  i 
individual. 

"Description:  Fish,  entire;  length,  3^  inches;  width  of  ithe  body,] 
T^r  of  an  inch;  length  of  the  head,  equal  to  the  greatest  width  of  i 
body;  fish,  four  diameters  of  its  body  in  length;  fins,  one  dorsal, opl 
posite  anal,  situated  in  the  posterior,  third  of  body ;  anal  fin  little  largerl 
man  dorsal;  abdominal  fin  small,  situated  a  little  in  advance  of  tbel 
^middle  of  the  body  of  the  fish ;  pectoral  fin  a  little  larger  than  abdominal;! 
scales,  large  and  brilliant,  having  a  liglit-brown  color  striated  parailejl 
to  anterior  margins  transversely,  and  longitudinally  in  middle,  butfioerl 
ttian  on  anterior  margins ;  tail,  more  regular  than  the  before-describedl 
species,  but  still  unequal ;  has  scales  in  upper  division.  This  speci-| 
men  also  presents  another  curious  feature;  its  tail  having  been  ampJ 
tated  by  a  shift  of  the  strata,  and  the  fracture  being  polished  dj 
lecemented  a  little  out  of  place.  Head  more  acute  than  any  off 
before-described  species,  and  very  perfectly  preserved,  having  the  f 
markings  of  the  gill  covers  and  the  striae  and  markings  distinct,  i 
also  what  appears  to  be  the  impression  of  the  tongue  of  the  fish.  Tli 
orbitar  ring  is  also  preserved,  and  is  a  horn-like  circle,  or  ring,  i 
with  bituminous  shale  or  clay.  A  coprolite  under  the  abdomen  oft 
fish  is  a  cylindrical  mass,  rounded  at  each  end,  iV  of  an  inch  loi 
aod  -^  of  an  inch  in  diameter.  It  is  of.  an  ash-gray  color,  and  includi 
:What  appear  to  be  small  black  scales  of  fishes." 

.Descriptions  of  the  scales  of  fossil  fishes  from  the  Albert  coal  mine, 

analysis  of  the  scales. 

Owing  to  the  perfect  preservation  of  the  body  of  the  fish,  m 

'ganoid  fish-scales  in  the  rocks,  it  is  as  easy  to  identify  thera  as ilt 

fish  were  still  living;  for  the  substance  of  a  ganoid  fish-scale  is  oii 

nature  of  bone,  as  will  be  shown  by  the  following  analysis  of  the  sea 

^£  FaJaoniscus,  from  the  Albert  coal  mines:  0.62  gramme  of  the  seal 


inglc;  gillBopen; 
or  striae  and  dot«; 
jinted  part  of  the 
re  back  to  the  tail, 
pressed;  scales  of' 
parallel  with  their 
dispoted  to  regard 
the  one  before  de- 1 

\r  of  aPaltBoniscusl 
the  mode  of  denti- 
to  be  in  a  line  fixed  I 
lejaw  is  beautifully  I 
inary  lens;  the  teeth 
on.    (See  Quarterly 

3  in  the  shale  of  the 
iteresting  on  account 
id  also  on  account  ofl 
lave  belonged  to  tbij 

•  width  of  the  bodyi 
greatest  width  of  thel 
.  fins,  one  dorsal,  op-l 
I;  anal  fin  little  largeil 
tie  in  advance  of  thel 
jrgerthanabdominali 

color  striated  paraMI 
ly  in  middle,  but  find 
1  the  before-descriyi 
iivision.    This  speci-l 
lil  having  been  Mnptl 
e  being  pohshed  ai 
icute  than  anyolt 
served,  having  the  t 
markings  distract,! 
ngue  of  the  fish,    l" 
e  circle,  or  ring,  i 
er  the  abdomen  ot 

^  of  an  inch  loi 
ray  color,  and  includi 

Albert  cod  mm\ 


.odyof  the  fish,  a 
identify  them  as  1^ 
ioid  fish-scale  IS  ott 

,g  analysis  oi  the  s^ 
\2  gramme  ot  tne  bi* 


«H.  Doc.   186.  Ai7 

from  the  middle  of  the  body  of  the  fish  (PI.  I.,  fig.  4,)  submitted  to 
.analysis,  gave  the  following  results : 

Animal  matter 0.0800 

Carbonate  of  lime 0.09S0 

Phosphoric  acid 0.2452  )  „!       i    ,      r ,.  ,     r 

Lime. 0.1234  >  PJ'««P»^ate  of  lime  and  of 

Magnesia 0.0623  S     "^^gnesm,  0.4309. 

Silica 0.0040 


0.6129 


By  analysis  of  another  portion  of  the  same  fish,  it  is  proved  that  the 
fibrinous  and  albuminous  matter  composing  the  fish  is  still  unchanged 
in  composition,  so  far  as  its  elements  are  considered. 

The  important  element  proving  the  presence  of  animal  matter  is  ni- 
trogen, which  is  separated  by  analysis  into  the  state  of  ammonia.  This, 
by  two  determinations,  was  found  to  be  in  one  15.50  per  cent.,  and  in 
the  other  16.54  nitrogen ;  the  mean  being  16.05  per  cent.,  which  is  the 

amount  of  nitrogen  in  fibrine  and  albumen. 

*       ■  - 

Description  of  the  scales  of  Palaonisci  from  the  slialcs  of  the  Albert  coal  mine* 

Plate  I.  A.  Portion  of  shale,  with  impressions  of  Palaonisais^  scales 
of  three  varieties,  seen  enlarged  in  o,  6,  c;  a  is  one  of  the  scales  from 
the  middle  of  the  body  of  the  fish,  and  shows  the  articulating  process 
by  which  it  is  attached  to  the  lower  edge  of  the  scale  next  above  it  on 
the  fish.  The  striations  of  the  scale,  and  the  serrations  of  its  right  ex- 
tremity, are  distinctly  shown,  b  represents  one  of  the  fulcre  or  scales 
near  the  fins  of  the  fish;  a  group  of  three  of  them  are  seen  in  specimen 
A.    c  is  a  broad  scale  from  the  lower  part  of  the  body  near  the  tail. 

B  represents  two  fulcre  or  fin  scale*  from  the  back,  at  the  dorsal  fin. 
The  enlarged  views  of  them  give  a  full  explanation  of  their  structure. 
They  have  been  mistaken  not  unfrequently  for  teeth,  since  the  larger 
scales  bear  some  resemblance  to  the  teeth  of  placoid  fishes,  and  to 
sauroid  fishes'  teeth.  C  represents  a  specimen  of  another  species  of 
Palaonisciis  scale.  It  is,  in  the  original  specimen,  the  most  perfect  that 
has  been  seen  at  the  mine;  above  it  is  a  conectly  enlarged  figure  of 
[this  scale. 

The  reader  is  perhaps  aware  that  geologists  have  adopted  the  divi- 
Ision  of  fishes,  as  proposed  by  Agassiz,  as  classified  by  their  scaled, 
1  which  are  of  four  orders :  1.  Placoid,  (broad  plate,)  of  which  the  sharks' 
Iscalps  are  illustrative.  2.  Ganoid,  (resplendent,)  hard,  bony  scales; 
lexample,  the  American  gar-pike.  3.  Ctenoid,  (comb-like ;)  example, 
jscales  of  the  perch.     4.  Cycloid,  (circular ;)  examples,  herring,  salmon, 

cod,  pollock  scales. 

These  divisions  suffice  for  most  purposes  in  identifying  fishes;  and 
^t  fortunately  happens  that  most  of  the  fossil  fishes — all  of  those  of  an 

ancient  type — ^belong  to  the  bony-scale  group ;  and  the  character  of 

llie  scale  of  one  of  these  fishes  remains  unaltered  in  the  rock  where  it 

pvas  originally  imbedded  at  the  time  of  its  deposition. 
Pkte  I.,  Fig.  5,  represents  the  head  and  part  of  the  body  of  a  very 


PS   i' 


^ 


H.  Doc.   186. 


large  fish  of  the  genus  Palaonisctu.  It  appears  to  belong  to  the  same 
species  with  fig.  4  of  same  plate,  and  tig.  1  of  plate  II. 
,  Description:  Width  of  body  of  tish,  3  inches;  length,  probably  from 
16  to  18  inches ;  head,  stroijg,  firin,  and  more  bony  than  usual  wit}, 
fishes  of  this  group;  length,  ii-omSt^  to  3  inches;  width,  2  inches;  gill- 
plates  distinct,  but  crushed  together,  so  that  they  cannot  be  dissected, 
since  they  adhere  firmly  together;  pectoral  fin,  short,  strong,  and  has  a 
rounded  and  heavj-  shoulder  of  crc:it  strength,  covered  with  a  long 
armor,  striated  obli(iucly  backwards  and  downwards.  Other  fins  were 
broken  from  the  specimen  before  I  received  it  and  lost ;  but  those  want- 
ing are  seen  on  fig.  4  of  this  plate,  and  fig.  1  of  Pi.  II.  Prints  of  five 
of  the  great  dorsal  scales  distinct  in  the  rock — scales  broken  ofl". 
Scales  of  body  perfect,  scryated,  and  distinctly  striated  with  wavy 
Imes  horizontally,  and  slightly  curving  towards  the  posterior  upper 
angle  of  scale.  A  marked  swelling  in  tiie  place  of  the  stomach  shows 
that  the  organ  is  filled  with  the  food  of  the  fish.  Color  of  the  fish  light 
clove  brown,  or  a  little  more  inclined  to  cinnamon  brown. 

This  fish  I  propose  to  name  in  honor  of  the  enterprising  projector  of 
the  mine,  who  presented  me  with  the  specimen:  I'alcEoniscus  Allimuy 
in  honpr  of  Edward  Allison,  esq.,  of  St.  John. 

List  of  the  Fossil  Plants  found  in  the  Shales  of  the  Albert  Coal^  Mm. 

.  The  fossil  fishes  already  described  belong  to  the  genera  known  to 
characterize  the  coal  formations  of  Europe ;  but,  as  might  be  expected 
from  other  analogous  facts,  the  American  species  are  not  identical  with 
any  known  in  the  Old  World,  though  they  closely  resemble  them. 
They  are  of  the  same  genus,  but  of  new  and  before  undescribed 
species. 

The  plants  found  associated  with  these  fishes  concur  in  proving  the 
formation  at  the  Albert  mine  to  be  in  the  true  coal  series,  and  thus  set 
at  rest  those  doubts  which  were  hastily  expressed  by  other  geologists,  i 
who  made  a  cursory  examination  of  tliis  mine,  and  who  knew  not  the  | 
facts  contained  in  this  paper. 

Plate  III,  Figs.  1  and  2,  represent  a  specimen  of  Lepidodendron^  an- 
alogous to  the  L.  Gracile  of  Ad.  Brogniart,  though  not  identical  with  I 
that  species.    Figs.  3  and  3  his  represent  the  fruit  of  the  Lepidodendrm, 
or  Lepidostrobus,  found  in  the  shale  of  this  mine.     Figs.  4,  6,  and  i 
represent  a  plant  about  which  some  doubt  still  existi,  but  which  was  I 
supposed  to  be  some  species  of  8pheraedra\  but  it  differs  from  that 
plant  in  several  respects,  as  will  be  discovered  on  comparing  it  with 
the  plate  in  the  work  of  Lindley  and  Hutton.    Figs.  6  and  7  are  broad  I 
flag-like  leaves,  supposed  to  belong  to  the  palm  tribe.    Fig.  9  is  the  I 
common  calamite  of  the  coal  formation,  and  was  found  in  the  gray! 
sand-stone  below  the  coal  bed  at  the  Albert  mine.    These  plants  aiel 
similar  to  those  found  in  the  coal  mines  of  Nova  Scotia  and  of  other  | 
parts  of  New  Brunswick,  and  are  like  those  found  in  the  anthracite  j 
mines  at  Mansfield,  Massachusetts,  and  in  the  semi-bituminous  coall 
mines  of  Maryland  and  of  Virginia.    Figs.  4,  6,  and,  8,  represenij 
the  only  plant  ihat  I  have  not  before  discovered  in  our  coal  fonnatioaj 
This  plaint  is  evidently  a  succulent  annual,  as  evinced  by  its  con- 


H.  Doc.  199. 


'M^ 


eloog  to  the  same 
I. 

;tb,  probably  from 
f  than  usual  with 
Itb,  2  inches;  giU- 
imot  be  dissected, 
,  strong,  and  has  a 
vcred  with  a  long 
.    Other  tins  were 
5t;  but  those  want- 
II.     Prints  ot"  five 
scales  broken  ofl". 
striated  with  wavy 
le  posterior  upper 
the  stomach  shows 
olor  of"  the  lish  light 
;)rown. 

rprising  projector  of 
I'alaoniscus  Allimii, 


Albert  Coal^Mm. 

le  genera  known  tc> 
s  might  be  expected 
re  not  identical  with 
sely  resemble  them. 
jefore  undescribed 

ncur  in  proving  the 
series,  and  thus  set 
jy  other  geologists, 
who  knew  not  the 

Lepidodendron,  an- 
not  identical  wth 
of  the  Lepidodendm, 
I.    Figs.  4,  6,  and  8 
xisti,  l>ut  which  was 
it  differs  from  that 
„  comparing  it  witli 
as.  6  and  7  are  broad 
'^ tribe.    Fig.  9  Is  the 
found  in  the  gray 
..    These  plants  arc 
Scotia  and  of  other 
nd  in  the  anthracite 
semi-bituminous  coal 
6,  and,  8,  represent 
n  our  coal  foraiauon. 
evinced  by  its  co» 


s 


torted  and  drooping  stem,  and  was  probably  an  aquatic  plant,  such  a9 
nre  found  growing  in  marshy  places  or  fwgs.  Its  association  with 
fishes  indicates  its  being  an  aquatic  plant,  or  one  growing  on  the 
borders  of  a  lake  or  river.  It  is  not  a  fucoid,  as  has  been  alleged,  for 
it  has  alternate  branches. 

The  following  is  an  elementary  analysis  of  the  Albert  coal,  made  by 
C.  T.  Jackson : 

Carbon 75,2 

Hydrogen . 7.6 

Oxygen  and  a  little  nitrogen 17.2 

Total 100.0 

The  coal  yields 60  per  cent,  of  volatile  matter. 

do 40       do.      of  coke. 

Total 1.00    .        , 


e. 


And  the  coke  leaves  0.47  per  cent,  of  red  ashes.  The  coal  cokes  readily, 
and  cements  closely,  if  compressed ;  but  it  does  not  melt,  though  it 
softens  if  slowly  heated  to  redness  in  close  vessels.  It  yields  20  per 
cent,  of  soluble  bituminous  matters  to  benzole,  and  from  12  to  16  per 
cent  to  oil  of  turpentine.  The  solubility  of  a  portion  of  its  bitumen 
led  most  persons,  at  first,  to  suppose  that  it  was  a  kind  of  bitumen ; 
but  the  discovery  of  organic  structure  in  the  coal  itself  removed  this 
error,  and  chemical  researches  proved  the  coal  to  be  a  little  more  bi- 
tuminous than  the  cannel  coals.  <^  commerce.  There  can  be  no  doubt 
of  the  fact  that  this  coal  is  in  the  true  coal  field  of  the  provinces. 

The  discovery  of  other  beds  of  this  valuable  substance  is  highly 
I  •desirable,  and  the  field  has  been  as  yet  but  little  explored. 

Agricultural  Resources  of  New  Brunswick  and  of  Nova  Scotia.        < 

Viewing  the  rocks  which  have,  by  iieir  decomposition,  produced  the 
[mineral  matters  of  the  soil  of  the  provinces  of  New  Brunswick  and  of 
I  Nova  Scotia,  we  see  that  every  mineral  ingredient  requisite  for  the 
formation  of  good  soils  must  be  contained  in  them;  and  the  drifl 
I  agencies,  whether  of  ice  or  water,  in  olden  lime,  have  duly  commingled 
the  detritus,  so  as  to  diffuse  the  different  mineral  substances.  Vege- 
Itable  matters — the  foliage  which  drops  from  deciduous  trees ;  the  peat 
Imosses,  which  grow  in  humid  places,  and  decayed  trunks  of  trees— 
Ihave  added  the  matters  which  produce  humus,  or  vegetable  mould ; 
land  thus  we  have  formed,  by  the  hand  of  Nature,  the  soils  which  we 
Icultivate. 

From  geological  considerations  we  should  a  priori  regard  the  soils 
of  New  Brunswick  and  of  Nova  Scotia  as  capable  of  bearing  any  of 
our  usual  crops  of  cultivated  plants,  as  well  as  the  usual  forest  trees  of 
horthern  climes.  Such  we  know  by  observation  to  be  the  fact ;  and 
[he  only  influences  which  prevent  the  soil  of  these  provinces  from  beari- 
ng any  and  all  kinds  of  plants  are  those  of  climate.    The  cold  of  long 


H 


i 


L'   if 


-i 


410 


Q.  Doe.   186. 


winters  limits  the  growth  of  crops  to  a  few  months;  and^  only  those 
\yhich  ore  hardy,  and  are  adapted  to  the  climate,  can  be  raised  advnn. 
tageously.  We  have,  then,  to  inquire  what  are  the  crops  which  cx\)^ 
rience  has  proved  to  be  the  best  for  the  countries  in  question.  It  jg 
known  that  the  northern  portions  of  America  *•  possess  an  excessive 
climate,"*  viz:  one  of  extreme  heat  in  summer,  and  of  ^eat  cold  in 
winter.  Such  climates  produce  a  most  runid  growth  of  vegctntion; 
for  the  heat  of  a  summer's  sun  hurries  lorwarci  the  processes  nf  vegetable 
growth,  and  an  early  autumn  brings  the  ripening  to  a  close.  Plants, 
"which  ripen  more  slowly  in  temperate  climes,  have  to  be  gradually 
acclimated  before  they  can  accommodate  themselves  to  the  short  sea- 
sons of  the  north.  Hence  the  variety  of  zea  maize  (Indian  corn)  which 
grows  in  Canada  diiiers  in  its  habits  of  growth  from  the  southern  corn, 
and  ripens,  where  corn  of  a  more  southern-riiiscd  seed  would  ncrish, 
in  the  milk,  by  frost.  There  are  many  of  our  usual  plants  that  will  bear 
this  acclimating  process  above  referred  to;  others  we  had  not  been  able 
to  subdue  to  our  short  seasons.  The  potato  is  much  improved  by  being 
hastened  in  its  growth  in  the  way  above  alluded  to,  and  the  provinces 
of  New  Brunswick  and  Nova  Scotia  produce  the  best  potatoes  known 
in  this  country.  The  smaller  cereals — such  as  oats,  rye,  barley,  and 
summer  wheat — ripen  perfectly  in  these  provinces,  and  the  grain  is  of 
excellent  quality  and  of  remarkable  sweetness. 

Turnips  of  every  variety  grow  well,  and  pease,  beans,  and  other 
leguminous  plants  are  known  to  thrive  admirably.  In  short,  we  may 
say,  from  observation  ol[  the  fact,  that  all  the  usual  culinary  vegetables, 
wnich  grow  in  the  States  of  Maine  and  New  Hampshire,  thrive  equally 
in  the  soil  and  climate  of  the  two  provinces  we  are  describing.  Fruit 
trees,  also,  with  the  exception  of  the  peach,  (which  does  not  bear  well 
the  intense  cold  of  winter,)  produce  go^  fruit  in  these  provinces. 

The  most  highly  valued  crop  among  the  farmers  of  New  Brunswick 
is  grass,  which,  with  the  least  labor,  is  the  most  profitable  crop ;  for 
good  hay  is  not  only  required  for  keeping  of  the  stock  on  the  farm,  but 
is  also  extensively  in  demand  among  the  timber-cutters  of  the  forest,  for 
the  supply  of  food  to  their  teams  of  cattle.  Large  quantities  of  pressed 
ha}r,  in  bundles,  are  also  exported  from  the  provinces  to  the  cities  oftlie 
United  States.  Four-fifths  of  the  land  on  every  large  farm  may  be  ad- 
vantageously laid  down  in  grass  and  be  kept  for  mowing  land,  until 
it  is  so  old  as  to  requiire  to  be  taken  up  by  the  plough ;  and  this  is  done 
gradually,  so  as  to  keep  but  a  limited  portion  of  the  land  in  tillage,  for 
there  are  few  farmers  in  the  province  who  can  cultivate  more  than  thirty 
acres  of  tilled  land  to  advantage,  and  therefore  they  have  to  keep  the 
rest  of  the  farm  in  grass,  which  it  is  also  advantageous  for  them  to  do, 
oa  other  accounts,  as  above  specified. 

It  is  well  known  that  little  progress  has  been  made  in  agriculture  in 
the  provinces,  for  the  forests,  full  of  heavy  timber  trees,  tempt  the  agri- 
cultural portion  of  the  community  to  engage  in  the  heavier  and  more 
iminediately  profitable  enterprises  of  lumber  cutting  and  sawing.  This 
business,  although  not  so  beneficial  to  the  character  of  the  people  as 
the  more  civilized  life  of  farming,  has  its  advantages,  not  to  be  over- 


'Humboldt  laothennal  Linei. 


H.  Doc.  186. 


Ml 


Idokcd.  li  produces  a  hnrdy  set  (if  men,  and  encourages,  to  some  cxteiit» 
the  establishment  of  manufacturing  operations,  by  nimiliorizing  tho 
people  with  the  machinery  of  mills,  and  with  the  various  meclionical 
opcnitions  connected  with  the  business. 

Thus  far  the  demojid  for  food  in  the  provinces  is  vastly  beyond  the 
supply  raised  on  the  soil,  and  no  exports  of  grain,  or  indeed  of  any 
agricultural  produce,  save  of  potatoes  and  of  hay,  takrs  place  from 
cither  of  them.  Oats  of  superior  quality  are  raised  on  Prince  Ed  wardV 
ijliinti,  and  brought  to  Boston,  where  they  command  a  higher  price 
than  the  kinds  raised  in  the  States.  This  is  pmbably  the  only  grain 
iliut  wc  can  expect  to  receive  from  the  Lower  jirnvinces.  Immense 
[  liintities  of  flour  from  the  United  States  finds  its  way  to  these  pror- 
inces;  but  there  is  now  growing  up  in  Canada  West  a  powerful  com- 
petition with  us  in  this  trade;  tor  the  soil  of  that  portion  of  Canada  is 
of  the  same  quality  as  that  of  the  neighboring  State  of  New  Yos-k, 
and  will  produce  wheat  equally  well  and  of  as  good  (juality. 

In  the  course  of  time  the  province  of  New  Brunswick  will  become 
more  successful  in  the  cultivation  of  her  soil.  The  improvements  of 
science  will  gradually  extend  themselves  among  the  farmers  there,  as 
they  have  done,  and  ju:e  still  doing,  with  us ;  but  still  it  may  be  more 
advantageous  for  the  people  of  New  Brunswick  to  obtain  their  chief 
supply  of  flour  and  corn  from  the  United  States,  provided  they  can 
furnish,  in  the  course  of  trade,  other  products  of  their  own  soil,  as  they 
do  of  their  waters  and  of  their  forests.  Mines  of  coal  and  of  iron  th^ 
have  in  abundance ;  building-stones,  grindstones,  roofing  slates,  gy{)sum» 
and  salt,  and  manganese,  they  already  export,  and  can  supply  in  as 
large  quantities  as  may  be  required ;  and  the  time  will  come  when  ores 
of  lead  and  of  copper  will  be  added  to  the  exports  of  the  provinces  of 
I  New  Brunswick  and  of  Nova  Scotia. 

C.  T.  JACKSON,  M.  P., 
Ansayer  to  the  State  of  MauachuuUi,  4^.,  4^. 


I 


'  J.  ■ 


*,■■  ;.?•« .  i. 


-.S''  ■  •^■' 


■:tft'  •!?,  ,,-.>if(?  * 


,->»»i*|- 


The 


Beet  uf 
auses, 
pacityl 
It  is  sf 
orts  ca{ 
L'ient  d\ 
A  broJ 
Noval 
^is  beltl 
liy  andl 
bdredf 
prir 
The 
pres; 


H.  Doe.  186. 


55S 


I*- 


PART  VII. 


NOVA  SCOTIA. 

The  province  of  Nova  Scotift  now  includes  Cape  Breton,  which  at 
one  period  was  under  a  separate  government. 

Novu  Scotia  proper  is  a  long  peninsula,  nearly  wedge-shaped,  con- 
nected at  its  sastern  and  broadest  extremity  with  the  continent  of  North 
America  by  an  isthmus  only  fifteen  miles  wide.    This  narrow  slip  of 
land  separates  the  waters  of  the  Bay  of  Fundy  from  those  of  the  Gulf 
of  St.  Tiawrence.    The  peninsula  stretches  from  southwest  to  north- 
east, fronting  the  Atlantic  ocean ;  its  extreme  length  being  about  two 
hundred  'tind  eighty  miles. 
The  singular  and  valuable  island  of  Capo  Breton  lies  to  the  east- 
ard  of  Nova  Scotia,  from  which  it  is  only  separated  by  the  strait  of 
iCanso.    This  strait  is  in  length  about  twenty  miles,  and  in  breadth 
ibout  one  mile.    Cape  Breton  is  more  particularly  described  under 
separate  head. 

Tne  most  remarkable  feature  in  the  peninsula  of  Nova  Scotia  is  the 
umerous  indontntions  along  its  coasts.  A  vast  and  uninterrupted  body 
f  water,  impelled  by  the  trade-wind  from  the  coast  of  Africa  to  the 
Iraerican  continent,  strikes  the  Nova  Scotia  shore  between  44°  and  46* 
lorth  latitude  with  great  force.  A  barrier  of  fifteen  miles  only  (the 
p  of  land  already  mentioned)  between  the  Atlantic  ocean  ana  Gulf 
f  et.  Lawrence  seems  to  have  escaped  such  a  catastrophe,  while  a 
pace  of  one  hundred  miles  in  length,  and  upwards  of  forty  in  breadth* 
as  been  swallowed  up  in  the  vortex,  which  rolls  its  tremendous  tides 
f  sixty  and  seventy  feet  in  height  up  the  Bay  of  Fundy.  This  bay 
undd  Nova  Scotia  on  its  northwest  side,  and  separates  it  from  tne 
ntinent. 

The  combined  influence  of  the  same  powerful  agent  and  of  the  At- 
ntic  ocean  has  produced,  though  in  a  less  striking  manner,  the  same 
lect  upon  the  southeastern  shore.  Owing  to  the  operation  of  these 
uses,  the  harbors  of  Nova  Scotia,  on  its  Atlantic  coast,  for  number, 
pacity,  and  safety,  are  perhaps  unparalleled  in  any  part  of  the  world. 
It  is  stated  that  between  Halifax  and  Cape  Canso  there  are  twelve 
rts  capable  of  receiving  ships-of-the-lipe,  and  fourteen  others  of  suf- 
ient  depth  for  merchantmen. 

A  broad  belt  of  high  and  broken  land  runs  along  the  Atlantic  shores 
"Nova  Scotia,  from  Cape  Canso  to  Cape  Sable.  The  breadth  of 
lis  belt  or  range  varies  trom  twenty  miles,  in  its  narrowest  part,  to 
V  and  sixty  miles  in  other  places.  Its  average  height  is  about  five 
ndred  feet ;  it  is  rugged  and  uneven,  and  composed  chiefly  of  granite 
d  primary  rocks. 

The  peninsula  of  Nova  Scotia  is  supposed  to  contain  9,634,196 
res;  and  it  is  estimated  that  nearly  two-thirds  of  its  entire  surface  is 


* 

'' 'JrflBr 

1 

1§ 

J  'ifii  \ 

M.'t 

m 

ifi^ 


■'/■• 


if'-. 


M4 


H.  Doc.   136. 


fifl 


Ii'; : 


covered  by  the  formation  above  described.    The  country  i»  undulating 
throughout,  and  abounds  with  lakes  of  all  shapes  and  sizes.   The  scenery  I 
is  everywhere  beautifully  picturesque,  owing  to  the  great  vnriety  of  hill 
and  dale,  smd  the  numerous  rivers  and  lakes  scattered  everywhere. 

The  soil  of  Nova  Scotia  varies  greatly  in  quality;  some  of  the  u(i.| 
lands  are  sandy  and  por  ,  while  the  tops  of  the  hills  uro  lr(;f|ucntly 
highly  productive.     On  the  Atlantic  coast  the  country  is  so  rocky  iis  to  I 
be  difficult  of  cultivation;  but,  when  the  stones  ;irc  removed,  the  soil| 
yields  excellent  crops. 

The  portion  of  Nova  Scotia  best  adapted  to  agriculturnl  pursniis  is  I 
its  nortneastern  section;  which  rests  upon  the  sandstones  iind  (iiHor 
rocks  of  the  coal  formation.  Tts  most  valuable  portion  is  upon  tlic 
Bay  of  Fundy,  whore  there  o  deep  and  extensive  dcposites  of  ridi 
alluvial  matter,  thrown  down  by  the  action  of  the  extriu)rdin!iiy  tides 
of  this  extensive  bay.  These  deposites  have  been  rc^hiinietl  from  tli« 
sea  by  means  of  dikes ;  and  the  "  diked  marshes,"  as  they  arc  tormcd, 
are  the  richest  and  most  wonderfully  prolific  portums  of  British  Nortli 
America.  Nothing  can  exceed  their  enduring  fertility  and  fiuillulncss, 
to  which  there  seems  no  reasonable  limit. 

The  highest  land  in  Novo  Scotia  is  Ardoise  hill,  which  is  only  810 
feet  above  the  level  of  the  oij;>. 

The  navigation  returns  of  Nova  Scotia  present  the  following  state- 
ment of  the  ships  inward  and  outward  m  1849   and  1850,  j«  ihel 


aggregate  ot  all  the  port 

s  m  tne  coi 

ony. 

■ 

Inward  in  1849. 

Outwar 

d  ill  1449. 
Tom. 

1 

Countries. 

^^H^Hifir  •  •  •  • . 

^^^BV  IH  >  •  •  • 

i^fher  (li 

irJ 

iiinni... 
)rk 

Hi)    •  ••  a   , 

wr  (oni 
«ir(refi 
ibicco.. 
rticlm  pi 
tirlfit  pi 
tiflc*  pi 
liclei  pi 

Total 

,  % 

Ships. 

Tons. 

Ships. 

Great  Britain 

176 

1,770 
2,806 

287 

75,843 
123,084 
259,974 

26,685 

1H3 
1,930 
2,606 

102 

77,  m 

i4H,m 

iM7,:,5( 

9,7« 

British  colonies *. 

United  States 

Foreign  States 

Total 

5,039 

485,586 

4,621 

^1,'ii 

Seamen:  Inward,  34,210;  outward,  3 
The  following  is  a  return  of  shipping  for  185 

2,375. 

0: 

•  ■           Countries. 

Inward. 

Outward, 

' 

Ships. 

Tons. 

Ship*. 

Ton*. 

Great  Britain 

139 
1,963 
2,896 

254 

65,864 
136,992 
281,340 

25,509 

164 

2,184 

2,595 

,        157 

71,« 
lfi7,9li 

18,« 

British  colonies .  . . 

United  States 

Foreien  States. 

Total 

5,255 

509,705 

5,102 

C9I,» 

Seamen:  Inward,  34,475 ;  outward,  32,135. 


H.   Doc.   136. 


56» 


The  aggregate  ralue  of  the  imports  and  exports  of  Nova  Scotia  in 
|ij)e  years  1849  and  1850  is  thus  stated : 


luntry  i»  undulating 
sizes.  The  scenery 
great  vjiriely  of  hill 
red  everywhere. 
y ;  some  of  llic  ui». 
fiills  arc  Irequcmly 
try  is  so  rocky  os  to 
re  rcm(yV<,'d,  the  soil 

riculturnl  pursuits  U 
indisl<»nes  iind  (^iher 
portion  is  upon  tlm 
vc  depositcs  of  rid 
!  extriu)rdiniuy  tides 
1  rc^hiinieil  from  the 
as  they  arc  termed, 
ions  of  British  North 
ility  and  fruill'ulnoss,  _ 

I  The  following  return  shoWs  the  quantity  and  value  of  all  articles,  the. 
II,  wliich  is  only  810  fcrowtli,  produce,  or  manufacture  of  the  United  States,  imported  into  the 

nlony  ct  Nova  Scotia  during  the  year  1850,  as  also  the  rate  and  amount 
if  duty  paid  thereon : 


'    •■    •  .    -  .    *  - 

In  1849. 

In  1850. 

Imports.^ 

Exports 

Imports. 

Export*. 

CrMt Kritidfi .....  ....  .... 

$1,489,615 

68,350 
a52, 165 

22,035 

1,764,785 

727,240 

f260,785 

951,:J75 
420, 140 
24,090 
894, 425 
253,920 

fl,  892, 020 

73,115 
1, 192, 605 

214, 955 
1,612,576 

295, 815 

$262,945 
1   179  .VM) 

ilniiiib  coloiiicn— 

\Vl>Ht  Illllii'H.  .  ........ 

North  America 

Vlflfwhoro  ..... ...... 

6:M,  190 

53, 595 

988,065 

238,045 

I'i.lfi'il  8tAt(tM  ............ 

Furi'Mfii  HtiiU'H 

Total 

4,924,190 

2,804,735 

5,281,065 

3,356,430 

the  following  state- 
)  and  1860i  as  the 


Outward  In  M\). 


Articles. 


J76. 

• 
• 

Oit 

ward. 
Tonii. 

Ships. 

104 
2,184 
2,595 

167 

71,S* 
lfi7,»ll 

tM5,« 

5,102 

6()l,a 

,135. 

Ipjikfi barrels.. 

latter cwt ... 

M do...* 

(nrk^rs do.... 

Wka number.. 

tliickii do 

lindks ..pounds.. 

ludlen do.... 

tli«eiie cwt ... 

Inculatt* pounds . . 

~nr barrels.. 

lipid cwt.  .. 

iih<Y  (miI)>) pounds . . 

«ther  (upper) do ... . 

ird cwt ... 

nii'iis  *•••  •*•«  •.«.  «... \W •  •  ■  • 

^)rk do.... 

gallons.. 

iiitir  (cnwht'd) ewt . . . 

ii|ir  (refined) do.... 

lobicco pounds.: 

rticleii  payliiK  2^  per  cent .... 

rtirleii  jwyiiiK  o|  per  cent 

nirle*  pH)iiiK  10  per  cent  .... 

nk'lei  paying  20  per  cent  . . . . 


Quantity. 


Total. 


211 

26 

6 

159 

141 

9 

26,138 

465 

107 

241 

62,891 

183 

54,914 

3,448 

380 

1,208 

3,330 

1,291 

44 

37 

248,540 


Value. 


$632 

336 

31 

1,590 

352 

180 

3,267 

232 

1,253 

25 

314,455 

1,837 

8,008 

1,292 

3,805 

3,021 

24,730 

968 

450 

470 

46,601 

33,653 

210,847 

13,720 

1,621 

673,376 


Rate  of  duty — ster- 
ling- 


4«.  per  barrel 

8s.  per  cwt 

6«.  per  cwt 

3s.  Ad.  per  cwt.... 

58.  each 

10s.  each 

Irf.  per  pound 

3<2.  per  pound 

58.  per  cwt 

Id.  per  pound 

Is.  per  barrel 

9s.  per  cwt . . . 

Iff.  per  poimd 

2</.  per  pound 

8s.  per  cwt 

28.  6rf.  percwt 

6s.  per  pound 

Is.  6d.  per  gallon.. 

lOs.  per  cwt 

14s.  per  cwt 

l^d.fcr  piiund.... 

2[|  per  cent....... 

6|  percent....... 

10  per  cent 

20  per  cent 


Total  duty. 


$211 

53 

8 

132 

178 

22 

544 

28 

133 

5 

15,722 

413 

1,143 

143 

761 

755 

4,996 

483 

111 

131 

7,766 

841 

13, 177 

1,378 

aes 

49,464 


'^VV 


\mi 


t 


i 


ISM 


H.  boc.   136. 


The  following  returns  give  an  abstract  of  the  trade  of  the  province! 
of  Nova  Scotia  during  the  year  1S51 :  I 

No.  X»'— 'Return  thomng  the  $hip$  and  tonnage  inward^  and  the  value  A 
imports  into  the  province  of  Nova  Scotia,  during  the  year  1851.        I 

■.*■      ■  ■!     -" • _,| 


From  what  eoimtrles. 


Cheat  Britain ~ 

Britiih  North  American  colonies 

BiHiBh  West  Indiei 

UUted  States 

Fbreign  West  Indies 

AMin 

Gilonies  of  France  and  Spain. .. 

Faroign  Europe 

Ftortugal..'. 

China 

Ouontsejr  and  Jerse/ 

^  Pierre,  Newfoundland 

Firoign  States 


Total. 


Vessels. 


Number. 


3,228 


Tons. 


109 

48,988 

1,249 

62,613 

128 

13,565 

1,480  ■ 

209,304 

179 

17,542 

12 

3,497 

3 

231 

3  • 

736 

2 

191 

3 

487 

4 

474 

44 

3,183 

12 

1,291 

382,102 


Value  of  im- 
ports. 


f2>  133,0351 
1.022,4151 

4O,.590l 

1.390,9k| 

757,5651 

16,0l5l 

2,5i!0| 

1  I 

^im\ 

125,0001 

2\,m\ 
1,1 

1,4 


5,527,C 


No.  2. — Return  showing  the  ships  and  tonnage  outward,  and  the  vdu  i 
exports  from  Nova  Scotia,  during  tht  year  1851. 


To  what  aountries. 


Qntat  Britain 

British  North  American  colonies 

British  WcHt  Indies 

fSttemsey  and  Jersey 

United  States  of  America 

fbreign  West  ludies 

Haaritius 

flP«n 

Batavia 

Bamambueo 

Foreign  Europe 

Braiils  and  colonies  of  Spain  . . . 

Ibiuth  America 

French  North  America 

St.  Pierre 

Total 


Vessels, 


Number. 


75 

1,258 

355 

1 

1,433 

104 

2 

1 

1 

1 

3 

5 

1 

18 
7 


3,265 


Tons. 


40, 164 

96,153 

39,414 

20<) 

121,212 

10,008 

469 

189 

400 

203 

407 

604 

283 

928 

419 


11, 059 


Value  of  ex- 
ports. 


1,346, 5%  I 

911,  anl 

13, '2001 

73l),4'£l 

304,  Ml 

12,1S| 


8,9»l 
16,4«ll 

1,9 
3,981 


3,542,31)1 


H.  Doc.  136. 


WI 


ide  of  the  province  I 


irdj  and  the  value  (A 
the  year  1851. 


ons. 


Value  of  inf 
portf. 


8,988 
S,613 
3,565 
19,304 
17,542 
3,497 


$2,133,0351 
1,022,4151 

40,5901 

1.390,9651 

757,561 

16,015| 


231 

2,5i!0 

736 

\M 

19t 

13,890 

487 

125,000 

474 

21,605 

3,183 

1,110 

1,291 

i.-iw 

82,102 

5,527,GM 

cardy  and 

the  value  o/ 

ar  1851. 

Value  of  ex- 
ports. 

rons. 

40, 164 

$142,345 

96,153 

1,346,5$ 

39,414 

911,  3n 

206 

13, -Ml 

21,212 

736, 4« 

10,008 

304,(WI 

469 

12,  IS 

189 

8,% 

400 

203 

8,i 

407 

16,  *» 

604 

K,96 

283 

1,9(5 

928 

3,98 

419 

9S 

m,059 

3,542,311 

The  imports  and  exports  of  Nova  Scotia  for  1849,  1850,  and  *I851 

I  ire  shown  comparatively  as  follows : 


Imports . 
Eiprts- 


1849. 


1850. 


$4,924,190 
2, 804, 735 


$5,281,065 
3, 356, 430 


1851. 


$5,527,6«> 
3,542,310 


The  various  articles  of  the  growth,  produce,  and  manufacture  of  the 
[United  States  imported  into  Nova  Scotia  in  1851  were  of  the  estimated 
value  of  SS86,940,  and  they  paid  provincial  duties  amounting  in  the 
aggregate  to  $64,727. 

The  principal  articles  of  colonial  produce,'  growth,  and  manufacture 
exported  to  the  United  States  of  America  in  1851  were  of  the  following 
description  and  value : 


Articles. 


ICmIs 

IM-Driedcod... 

Mackerel... 

Salmon 

Herrings  ... 

Alewives  — 

Pickled  fish . 

Oil 

iFreeotone 


iHides. 

iLuiuber  and  plank. 


Potatoes. 


Vool 

Vood  and  bark, 
liscellaneous . . 


Total. 


Quantity. 


47,375  chaldrons 

5,571  quintals 

59,750  barrels 

4,444  barrels  and  238  boxes,  fresh. 

17,499  barrels 

1,490  barrels 

2,692  barrels 

603  casks  and  4,716  gallons 

955  tons 

40,592  tons 

2,422 

257,700  feet  and  466  pieces 

13,877  bushels 

1,385  bushels 

48  packages 

51  bales 

21,584  cords 


yalue. 


$145,  ItO 

13,fclOO 

290„2a5 

46,245 

62,140 

3,87& 

16,405 

11,715 

12,840 

28,145 

6,860 

2,815 

,    2,650 

1,580 

1,745 

2,040 

38,875 

17,930 


"705,045 


During  the  year  1851,  one  hundred  and  six  American  vcsels,  of 
he  aggregate  burden  of  15,901  tons,  entered  inward  in  the  varion* 
lortsof  Nova  Scotia,  of  which  number  91  vessels,  13,032  tons,  cleared 

[gain  with  cargoes  for  the  United  States,  and  the  remaining  16  took 
irgoes  for  foreign  ports. 
The  number  of  vessels  owned  and  registered  in  the  province  of  Nova 

|cotia,  on  the  31st  December,  1850,  is  thus  stated :  2,791  vessels* 

(68,392  tons. 
The  fisheries  on  the  colonial  coasts  have  been  prosecuted  to  a  grater 
itent  by  the  people  of  Nova  Scotia,  except  Newfoundland,  than  by 
bse  of  any  other  col©ny.  The  following  table,  compiled  from  officm 
Pturns,  is  of  some  importance  at  tliis  time  to  the  fishing  interests  of  th» 
united  States. 


i-i 


'See  note,  end  of  Fart  IX. 


i'i 


* 


.558  H.  Doc.   136. 

The  number  of  vessels  employed  in  the  fisheries  of  Nova  Scotia  ii 
1861  was  812,  of  the  burden  of  43,333  tons,  manned  by  3,681  men) 
The  number  of  boats  engaged  was  6,161,  manned  by  6,713  men.  TlJ 
number  of  nets  and  seines  employed  was  30,154.  The  catch  of  th^ 
season  was  as  follows  : 

Dry  fish 196,434  quintals. 

Salmon 1,669  barrels. 

Shad 3,636       " 

Mackerel 100,047       " 

Herrings 63,200       « 

Alewives.... 5,343      «* 

Smoked  herring 15,409  boxes. 

The  total  value  of  the'  above  products  of  the  fisheries  is  stated  a| 
$869,080 ;  to  which  must  be  added  189,250  gallons  of  fish  oil,  valued 
at  $71,016.  The  total  value  of  the  fisheries  undoubtedly  greatly  cJ 
ceeds  a  million  of  dollars.  «  r 

The  census  taken  in  this  province  during  the  past  year  (1851)  giveJ 
the  total  population  at  276,117  souls.  In  this  total  are  included  1,05| 
Indians,  and  4,908  colored  persons. 

The  number  of  Mrths  in  1850  was  8,120;  the  number  of  deathj 
2,802 ;  of  mar'    ^^os  1,710. 

It  appears  that  there  are  in  the  province  1,096  schools,  \Vi:hanag 
gregate  of  31,354  scholars. 

The  rehgious  denominations  are  thus  classed  : 

Church  of  England 36,482 

Roman  Catholics 69,634 

Presbyterians — Kirk  of  Scotland. 18,867 

Presbytery  of  Nova  Scotia 28,767 

Free  Church  of  Scotland 25,280 

Baptists 42,243 

Methodists 23,596 

Congregationalists 2,G39 

Universalists 580 

Lutherans 4,087 

Sandinians 101 

Quakers 188 

Other  denominatioriS 3,791 

The  whole  number  of  churches  in  the  province  is  567.  The  numlx 
•of  inhabited  houses  is  stated  at  41,453 ;  of  uninhabited  houscg  2,02 
of  houses  building  2,347  ;  of  stores,  barns,  and  outhouses  52,758. 

The  probable  value  of  real  estate  is  stated  by  the  census  return  J 
$32,203,692. 

It  appears  that  there  are  in  Nova  Scotia  no  less  than  40,012  acres] 
diked  land.     This  is  chiefly  on  the  upper  part  of  the  Bay  of  Fuii(i| 
and  is  celebrated  for  its  enduring  fertility.     It  is  estimated  tobeworti 
•on  the  average,  about  $60  per  acre.     The  quantity  of  improved  t 
-land  is  stated  at  799,310  acres. 


Lhe  number  of  deathi 
)6  schools,  \Vi:h  an  ag 


H.  Doc.  186.  550 

The  quantity  of  live  stock  is  thus  stated:         -       > 

Horses 28,789 

Neat  cattle 156,857 

Milch  cows 86,856 

Sheep 282,180 

Swine 51,533 

The  grain  and  other  crops,  in  1850,  were  as  follows: 

Wheat bushels. .  297,157 

Barley do 196,097 

Rye do 61,438 

Oats do 1,384,437 

Buckwheat do 170,301 

Indian  corn do 37,475 

Hay tons 287,837 

Pease  and  beans bushels . .  21,638 

Grass  seed ^ do 3,686 

Potatoes do 1,986,789 

Turnips do 467,127 

Oilier  roots do 32,325 

The  products  of  the  dairy,  in  1850,  are  stated  at  3,613,890  pounds 
I  of  butter  and  652,069  pounds  of  cheese. 

There  are  1,153  saw-mills  in  the  province,  which  employ  1,786 
linen.  There  are  also  398  grist-mills,  which  employ  437  men.  There 
are,  besides,  10  steam-mills,  or  factories,  237  tanneries,  9  foundries, 
Jsi  carding  and  weaving  estabUshments,  17  breweries  and  distilleries, 
land  131  other  manufacturing  establishments  of  various  kinds. 

The  wliole  quantity  of  coals  raised  in  the  province,  in  1850,  is  stated 
lat  114,992  chaldrons.  There  were  28,603  casks  of  lime  burned  and 
jver}'  nearly  three  millions  of  bricks  manufactured.  The  quantity  of 
JCTsum  quarried  was  79,795  tons;  the  quantity  of  maple  sugar  made, 
|ll0,441  pounds. 

THE    PORT    OF   HALIFAX. 

Latitude,  44°  39'  north;  longitude,  63°  36'  west;  magnetic  variation, 
|15*^  3'  west;  rise  and  fall  of  tide,  7  to  9  feet. 

It  is  alleged  that  the  harbor  of  Halifax  has  not,  perhaps,  a  superior 

1  any  part  of  the  world.  It  is  situate  nearly  midway  between  the 
bastern  and  western  extremities  of  the  peninsula  of  Nova  Scotia,  and, 
being  directly  open  to  the  Atlantic,  its  navigation  is  but  rarely  impeded 
W  ice.  From  tlie  Atlantic  the  harbor  extends  inland  for  iitteen  miles, 
kerminatiug  in  a  beautiful  land-locked  basin,  where  whole  fleets  may 
fide  in  good  anchorage. 

The  entrance  to  Halifax  harbor  is  well  lighted,  and  buoys  are  placed 
jjpon  all  the  shoals.  A  fine,  deep  channel  stretciies  up  behind  Halifax, 
piled  the  Northwest  Arm,  which  renders  the  site  of  the  city  a  penin- 
pa.  The  town  is  built  on  the  declivity  of  a  hill,  which  rises  gradually 
xom  the  water's  edge ;  its  length  is  more  than  two  miles,  and  breadth 
k'urly  a  mile,  with  wide  streets  crossing  each  other  at  right  angles. 


n 


I 


f  I 

I" 

i 


lir,,     •     ' 


'  I 


aeo 


H.  Doc.    136. 


As  the  port  at  which  the  Cunard  mail-steamers  touch,  on  theij 
voyages  to  and  from  Europe,  and  as  the  proposed  terminus  of  the  grea 
railway  from  Quebec  to  the  Atlantic,  in  connexion  with  those  ani 
other  steamers,  Halifax  bids  fair  to  become  a  place  of  very  consid] 
erable  commercial  importance.  J 

The  nature  and  extent  of  its  trade  and  commerce,  at  the  presenl 
time,  will  be  best  understood  by  the  tables  which  follow. 

The  value  of  imports  and  exports  at  die  port  of  Halifax,  in  1S50  i 
thus  stated : 


CountrioB. 


Great  Britain 

i  West  Indies 

British  colonies  <  British  North  America 

(  Other  colonies 

United  States  of  America 

Foreign  States 

r    Total 


Value  of  im- 
ports. 


$1,675,150 

44,785 

935,200 

48,275 

1,109,000 

267,990 


4,080,400 


Value  of  ex. 
ports. 


TO 
790,151 


1,663d 


The  ships  inward  and  outward,  in  1850,  are  thus  stated : 


■.  .    ...■■■: 

p  -               Inward. 

Outward. 

Countries. 

Sailing  vessels. 

Steam  vessels. 

Sailing  vessels. 

Steam  Tewh. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tom 

Great  Britain 

61 
587 
259 
174 

28,986 
36,619 
27,518 

18.081 

36 
42 
35 

24,834 

7,798 
32,768 

17 

674 

169 

92 

2,878 
51,659 
19,273 
10,408 

28 
43 
39 

ifit 

British  colonies 

United  States 

Foreign  States 

1 

Total 

1,081  ;  111,204 

1 

113 

65,400 

952 

84,218 

110 

m 

• 

\ 

•S.  Doe.  112. 


561 


in 


lers  touch,  on  thej 
terminus  of  the  grea 
Lion  with  those  anJ 
ace  of  very  considj 

lerce,  at  the  prescnj 
follow. 
'Halifax,  in  lS50,i 


The  following  is  an  exhibit  of  the  various  descriptions  of  merchan- 
Ijise  imported  into  Halifax  from  the  United  States  in  the  year  1850| 
Irkhtlie  value  of  each  description: 


duo  of  Im- 
ports. 


Value  of  ex- 1 
ports, 


M,675,150 

44,785 

935,200 

48,275 

1,109,000 

267,990 

4,080,400 


187,9f 


l,663,6d 


thus  stated: 


Outward. 


aling  vessels. 


Tons. 


17  1     2,878  28 

B74  51,659  43 

169  19,273  1  39 

92  10,408 


36^ 


952     84,218      HO      76j 


Articles. 


jileand  porter 

Agricultural  implements. 

Bacon  and  hams 

Beef  and  pork. 

oks  and  stationery  . . . 

e?ns  and  pease 

Brandy 

Brooms. 

Bread  and  biscuit , 

im 

fcutter 


Steam  Tewkl 


No.     ToDtl 


laming  fluid 


m 

torn  meal 

jordage 

lotton  manufactures. . 

locoa 

landles 

*e .._ 

[im  and  medicines . . 

llieat  flour 

ve  flour 

jricd  fruit 

lesh  fruit 

assware 

krdware 

des 

Imp 

ather 

ather  manufactures. 

[d 

Ions 

le 


IP 

low , 

and  pitch , 

lacco 


fgar 

Eat 

kellaneous. 


Total. 


Value. 


$565 
135 
4S5 

36,170 

23,670 

715 

395 

4,460 

25,505 
3,270 
1,040 
5,280 

21,400 

93,660 

17,085 

64,630 
2,755 
7,640 
6,620 

10,070 
224,050 

77,440 
7,370 
1,410 
3,255 

30,420 
4,315 
4,915 
7,180 
9,990 
2,385 
2,490 

11,070 
1,020 
5,290 
1,455 
4,780 
6,425 

76,785 
8,280 
1,405 

23,935 
106,270 

938,985 


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The  foUowJnff  return  exhibits  the  number  of  ships,  and  their  tunnage, 
kbich  entered  inward  at  the  port  of  Halifax  during  the  year  1S61,  as 
jilsothe  value  of  imports  by  such  vessels,  distinguishing  British  from 
Ijbreign.  This  return  furnishes  a  good  general  idea  of  the  import  trade 
jof  Halifax,  as  at  present  existing: 


From  what  oountriet. 


lOreit  Britain 

■Brinih  N.  American  ooloniea 

iBridib  We8t  Indies 

IvW  States 

'Pierre 

Foreign  West  Indies 

lorei..-- 
Hong  Kong 
jltiico.... 
ad... 

Total. 


Vessels. 


Number. 


97 


101 
864 
4 
153 
9 
3 
3 
1 
1 
1 


1,164 


Tons. 


53.9S0 

33,051 

11,386 

60,884 

816 

14,884 

8,157 

337 

•     548 

186 

113 

400 


176,808 


Value  of  imports. 


British. 


fl,  488, 095 

981,710 

45,075 


8,448,890 


Foreign. 


#193,855 

19,165 

1,450 

938,985 


587,080 

89,55^ 

80,600 

8,470 

48,485 


5,550 


Total  Taloa. 


fl,  675, 360 

940,876 

46,585 

938,986 


587,080 

89,555 

80,600 

8,470 

48,486 


5,550 


1,846,535 


4,895,415 


,  ^M ' ''■  The  Coal  Trade.  j        -  f  ^ 

• 

Besides  its  staple  export  arising  from  the  fisheries,  the  province  of 
Kova  Scotia  also  sends  abroad  a  very  considerable  quantity  of  bitu- 
nous  coal. 

A  notice  of  the  abundant  .mineral  wealth  of  this  colony^  is  given  in 
by  former  report  to  the  Treasury  Department,  published  by  order  of 
le  Senate ;  but  some  portions  of  this  it  may  be  necessary  to  repeat  at 
resent,  in  order  to  point  out  clearly  the  existing  state  of  the  coal  trade 
iNova  Scotia. 
I  The  coal  mines  at  present  opened  and  worked  in  this  colony  are 

in  number.    They  are  as  follows : 
list.  The  Albion  mines,  near  Pictou,  on  the  Gulf  of  St.  Lawrence. 
2d  and  3d.  The  Sydney  and  Bridgeport  mines,  in  Cape  Breton. 
1 4th.  The  Cumberland  mines,  at  the  nead  of  the  Bay  of  Fundy. 
[The  mines  near  Pictou  are  about  eighty  miles  by  water  from  the 
ptern  extremity  of  the  strait  of  Canso,  which  separates  Capfe  Breton 
h  Nova  Scotia.    Here  there  are  ten  strata  of  coal ;  the  main  coal 
is  thirty-three  feet  in  thickness,  with  twenty-four  feet  of  good 
Out  of  this  only  thirteen  feet  is  fit  for  exportation ;  the  remain- 
!  part  is  valuable  for  furnaces  and  forges. 

y  consequence  of  a  general  subsidence  of  the  ground,  to  the  extent 
[six  feet,  over  aU  the  old  workings,  new  pits  have  recently  been 
fned  at  the  Pictou  mines,  which  are  only  150  feet  deep ;  the  mai6 
1  band  being  struck  at  a  higher  level  than  in  the  old  pits. 


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a  Doc.  112. 


The  average  cost  of  mining  coals  here  is  thirty  cents  per  chaldroni 
the  various  expenses  of  the  mines,  engines,  &c.,  increase  the  cost  i 
coals  at  the  pit  mouth  to  sixty-two  and  a  half  cents  per  ton.  The  coi 
of  screening,  transporting  to  the  bading-ground  by  railway — a  distand 
of  nine  miles — ^with  other  incidental  charges,  adds  seventy-five  cenj 
per  ton  to  the  cost  of  the  coals. 

-  The  shipping  season  commences  at  Pictou  about  the  first  of  Ma* 
and  continues  until  the  middle  of  November,  after  which  the  nonheri 
harbors  of  Nova  Scotia  are  frozen  up. 

At  Pictou,  coals  are  delivered  by  the  single  cargo,  at  three  dolla!! 

and  thirty  cents  per  chaldron.    Purchasers  of  one  thousand  chaldron] 

-or  more,  obtain  a  deduction  of  thirty  cents  per  chaldron.     The  slaclj 

or  fine  coal,  is  delivered  on  board  at  one  dollar  and  a  half  per  ch 

dron,  with  a  discount  of  three  per  cent,  for  cash  payment. 

The  average  weight  of  a  chaldron  of  Pictou  coals  is  3,456  pound] 
The  average  required  in  the  United  States  is  2,940  pounds  the  cha 
(dron.  , 

One  hundred  chaldrons  of  coals,  Pictou  measure,  are  equal  to  12 
chaldrons,  Boston  measure.  The  usgal  freight  from  Pictou  to  Bosk 
is  $2  75  per  chaldron,  Boston  measure. 

Pictou  is  in  latitude  45°  41'  north ;  longitude  62°  40'  west ;  riJ 
and  fall  of  tide  4  to  6  feet. 

The  Sydney  coal  field  occupies  the  southeast  portion  of  the  islani 
of  Cape  Breton,  and  is  estimated  to  contain  two  hundred  and  fitij 
miles  of  workable  coalp  The  thickness  of  the  coal-bed  worked  i 
Sydney  is  six  feet.  It  is  delivered  on  board  vessels,  after  being  tran] 
ported  three  miles  by  railway,  to  the  loading-ground,  at  $3  60 
chaldron,  with  the  same  deduction  to  large  purchasers  as  at  PictoJ 
This  coal,  as  a  domestic  fuel,  is  accounted  equal  to  the  best  Newcasilq 
it  is  soft,  close-burning,  and  highly  bituminous. 

The  Bridgeport  mines  are  fifteen  miles  from  Sydney.    The  c« 
seam  at  these  mines  is  nine  feet  thick,  and  contains  two  thin  partiii«j 
of  shale.     The  coal  is  of  excellent  quality,  of  the  same  description  j 
at  Sydney,  and  not  at  all  inferior.  i 

The  coals  from  Cape  Breton  overrun  the  Boston  measure  from  ISij 
20  per  cent. 

Sydney  is  in  latitude  46°  18'  north;  longitude  60°  9'  west;i 
and  fall  of  tide  6  feet. 

The  Cumberland  coal  mines  are  on  the  coast  of  Chignecto,  wli 
forms  the  northeastern  termination  of  the  Bay  of  Fundy.    These  i 
have  been  but  recently  opened.     The  seam  worked  is  about  four  a 
a  half  feet  in  thickness.     The  coal  is  bituminous,  but  is  alleged  to( 
tain  more  sulphur  than  any  other  description  in  Nova  Scotia. 

The  principal  exportation  of  coals  from  Nova  Scotia  and  Cai 
Breton  is  to  ports  in  Massachusetts  and  Rhode  Island,  with  a  sn 
quantity  to  New  York.     Many  American  vessels  in  this  trade, 
cially  since  the  change  in  the  navigation  laws,  obtain  freights  for  k 
Scotia,  Newfoundland,  the  French  islands  of  St.  Peter,  Prince  Edfl 
island,  and  the  New  Brunswick  ports  on  the  Gulf  of  St.  Lawrence,i 
l^ad  with  coals  as  their  return  cargo. 

The  mean  price  of  Sydney  and  Pictou  coal  for  the  chaldron,  of( 


J  cents  per  chaldron  | 
,  increase  the  cost  ( 
ts  per  ton.    The  col 
Y  railway — a  distancl 
da  seventy-five  cenj 

bout  the  first  of  MaJ 
er  which  the  norther] 

cargo,  at  three  doHaii 

le  thousand  chaldronJ 

chaldron.     The  slacH 

ir  and  a  half  per  ch 

payment. 

coals  is  3,456  poundj 

,940  pounds  the  chal 

sure,  are  equal  to  12 
fi-om  Pictou  to  Bosh 


S.  Doc.  112. 


565 


Lshels,  weighing  3,750  (nominally  one  ton  and  a  quarter)  is  |3  10, 
Ifhich  is  equal  to  82  32  per  chaldron  of  36  bushels.  The  freight  to 
iBoston  is  $2  75  per  chaldron  ;  the  duty  under  the  tariff  of  1840  (thirty 
Iper  cent,  ad  valorem)  is  seventy  cents  per  chaldron,  amounting  in  all 
|wl5  77  per  chaldon.  To  this  must  te  added:  insurance,  two  per 
Itent. ;  and  commission,  two  and  a  half  per  cent.  The  price  paid  in 
JBoston  by  actual  consumers  for  this  same  coal  is  about  eight  dollars  per 
Tchaldron. 

Anthracite  coal  does  not  exist  in  any  of  the  colonies,  and  they  bid 
iir  to  become  consumers  of  Pennsylvania  anthracite,  the  importation 
wwhich  has  already  commenced,  to  some  extent,  in  New  Brunswick 
\x  steamboats  and  foundries.  Under  liberal  arrangements  on  both 
Ldw,  the  consumption  of  anthracite  coals  would  greatly  increase  in  the 
fcolonies,  and  even  in  Nova  Scotia,  it  being  for  many  purposes  better 
Btted  anf^  ""O"*®  economical  than  the  bituminous  coal  of  that  colony. 

The  following  return  shows  the  quantities  of  cool,  in  chaldrons, 
Ihipped  to  the  United  States  from  the  different  mines  in  Nova  Scotia, 
itiie  years  1849  and  1850: 


de  62°  40'  west;  riS- 

t  portion  of  tlie  islanl    ^^^ 
two  hundred  and  iilifl 
le  coal-bed  worked  sH 
asels,  after  beinf?  tranS 

Pictou. 

Sydney. 

Joggins, 
(Cumberiand.) 

Total. 

■       ■       \ 

Coarae. 

Slack. 

Coarse. 

Slack. 

Coane. 

Slack. 

Coarse. 

Slack. 

T-ground,  at  $3  60  pj^^ 

48,812 
51,436 

7,110 
6,932 

12,090 
10,796 

1,210 
1,586 

403 
722 

61,305 
62,954 

8,320 

irchasers  as  at  PictoB^"" 
I  to  the  best  NcwcaaileHBSO 

8,5113 

m  Sydney.    Theco 
ntains  two  thin  parting 
the  same  description  i 

stou  measure  from  18  J 

Itude  60°  9'  westjrij 

LSt  of  Chignecto,  vk 
)fFundy.  These  mi 
rorkedis  about  foura 
IS,  but  is  alleged  to  ( 
1  Nova  Scotia. 
Vova  Scotia  and  Ca| 

e  Island,  with  a  sn 
sels  in  this  trade,  esfj 

obtain  freights  for  h 
;t.  Peter,  Prince  Edw 
ulfofSt.  Lawrence,a 

for  the  chaldron,  of( 


The  foregoing  return  was  furnished  by  the  Hon.  S.  Cunard,  the 
pneral  agent  for  all  the  mines  of  Nova  Scotia.    No  return  has  been 
ceived  for  the  year  1851 ;  but  Mr.  Cunard  states  that  the  quantity 
1  off  about  twelve  thousand  chaldrons  in  that  season. 

CAPE   BRETON. 

This  valuable  island  is  in  shape  neaily  triangular,  its  shores  in-' 
Bnted,  with  many  fine,  deep  harbors,  and  broken  with  innumerable 
bves  and  inlets. 

[Cape  Breton  is  almost  separated  into  two  islands  by  the  great  inlet 
Ued  the  Bras  D'Or,  which  enters  on  its  east  side,  facing  Newfound- 
pd,by  two  passages  hereafter  described,  and  afterwards  spreading  out 

I  a  magnificent  sheet  of  water,  ramifies  in  the  most  singular  manner 
kughout  the  island,  rendering  every  port  of  its  interior  easily  ac- 
bsible. 

[The  Bias  D'Or  (or  "Arm  of  Gold")  creates  two  natural  divisions  in 
we  Breton,  which  are  in  striking  contrast;  the  northern  portion  being 
111)  bold,  and  steep ;  while  that  to  the  south  is  low,  intersected  by 

er,  diversified  with  moderate  elevations,  and  rises  gradually  from 


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596 


S.  Doc.  112. 


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iu  interior  shore  until  it  presents  abrupt  cliffs  toward  the  Atlaaticj 
ocean.  I 

The  whole  area  of  Cupc  Breton  is  estimated  at  3,000,000  of  acresJ 
its  population  somewhat  exceeds  60,000  souls.  j 

■  In  the  southern  division  of  Cape  Breton,  the  highest  land  does  not| 
exceed  800  feet;  but  in  the  northern  division  the  highlands  arc  higher  I 
bolder,  and  more  continuous,  terminating  at  North  Cape,  which  ii 
1,800  ieet  in  height,  and  faces  Cape  Rayon  the  opposite  coast  of  New.L 
foundland.  Between  these  two  capes,  which  are  48*  miles  apart,  iJ 
the  main  entrance  to  the  Gulf  of  and  river  St.  Lawrence— a  pass  off 
great  iinportance. 

The  Bras  D'Or  appears  to  have  been  an  eruption  of  the  oceanj 
caused  by  some  eartliquake  or  convulsion,  which  admitted  the  water^ 
within  the  usual  boundary  of  the  coast.     This  noble  sea-water  lajteij 
60  miles  in  length,  and  its  greatest  breadth  about  20  miles.    The  depth 
of  water  varies  from  12  to  60  fathoms,  and  it  is  everywhere  secure  and 
navigable.    Sea-fisheries  of  every  kind  arc  carried  on  within  the  Brajl 
D'Or  to  a  very  considerable  extent,  as  also  a  salmon  fishery.    Quan 
tities  of  codfish  and  herrings  are  taken  on  this  lake  during  ivintei 
through  holes  cut  in  the  ice.     The  entrance  to  this  great  seu-liikc  is  diJ 
vided  into  two  passages  by  Boulardrie  island;  the  south  pnssngc  is  SI 
miles  long,  and  from  a  quarter  of  a  mile  to  three  miles  wide ;  but  it  '^ 
not  navigable  for  large  vessels,  owing  to  a  bar  at  its  mouth.    The  non, 
passage  is  25  miles  lon^f  from  two  to  three  miles  wide,  with  a  &« 
navigation,  and  above  60  fathoms  of  water.    The  shores  of  these  ea 
trances  are  settled  by  Scotch  Highlanders  and  emigrants  from  thJ 
Hebrides,  who  prosecute  the  fisheries  in  boats  with  much  succesjj 
These  fisheries  are  most  extensive  and  valuable,  not  exceeded  in  air 
part  of  America ;  but,  from  their  inland  position,  are  at  present  wholjl 
maccessible  to  our  citizens,  who  have  never  yet  participated  in  them 
in  the  least  degree. 

In  several  of  the  large  bays  connected  with  the  Bras  D'Or,  the  lara 
timber  ships  from  England  receive  their  cargoes  at  40  and  60  milei 
distance  from  the  sea.  The  timber  is  of  good  size,  and  of  excelleii| 
quality. 

The  rich  coal  deposites  of  Cape  Breton  occupy  not  less  than  12 
square  miles,  all  containing  available  seams  for  working  of  bituminoui 
coal  of  the  best  quality. 

The  extensive  and  varied  fisheries ;  the  rich  deposites  of  the  fineii 
coal,  with  the  best  iron  ore;  the  superior  quality  of  the  timber, and ei| 
traordinary  facilities  and  conveniences  for  ship-building;  the  rare: 
vantage  of  inland  navigation,  bordered  by  good  land  for  aericultui 
purposes ;  the  existence  also  of  abundant  salt  springs,  lofty  cliffs  oft 
best  gypsum,  and  the  ifinest  building  stone  of  all  kinds;  with  the  get 
graphical  situation  of  the  island  as  the  key  of  the  St.  Lawrence, : 
the  position  which  commands  the  entire  commerce  and  fisheries  of tli^ 
DOFtlieastern  portion  of  North  America — all  combine  to  render  Ciipi 
Breton  one  of  the  most  important  and  most  desirable  possession  a 
British  North  America. 

The  possession  of  Cape  Breton  is  of  the  utmost  consequence  to Gb 
Britain.    Tiie  uaval  power  of  France,  it  is  well  known  and  admitiet 


towurd  the  Atlantiel 
12,000,000  of  acres;! 


a  Doc.  112.  M7 

Ll^n  to  decline  from  the  time  that  natio'.i  was  driven  out  of  the  North 
Uaicrican  fisheries  by  the  connaost  of  Louisbura. 

It  lias  been  said  by  Mr.  John  Muctiregor,  M.  P.,  late  secretary  to 
l^c  Board  of  Trade,  that  the  possession  of  Cape  Breton  would  be  more 
Iraluable  tf>  our  people,  as  a  nation,  thon  any  of  the  British  West  India 
liilands;  and  t'  it  it  it  were  once  obtained  by  them  as  a  fishing  station, 
jind  u  {/>9ition  to  command  the  surrounding  seas  and  neighboring  coustSi 
Itbe  Atner irnn  navy  niighf  safely  cope  with  that  of  all  Europe. 

'   '      ~     "      "thecoun- 
New  Bruns- . 
Jape  Bre- 

Ittn.  In  order  to  maintain  their  position  in  America,  tho  French  tooi< 
libnnal  possession  of  the  harbor  of  Louisburg  soon  after  this  treaty, 
lind  in  1720  commenced  there  the  construction  of  the  fortress  of  that 
Isame,  so  well  known  and  celebrated  in  history.  Up)n  this  fortress  the 
jFrench  nation  expended  thirty  millions  of  livres — a  very  large  sum  in 
Itbowi  (lays.  It  was  captured  in  the  most  gallant  and  extraordinary 
Imanner  by  the  forces  of  New  England,  in  1745,  but  was  re&tored  to 
iFrance  by  the  treaty  of  Aix-la-Chapelle,  in  1747,  in  return  for  Madras. 
ht  wiis  recaptured  by  the  British  and  colonial  forces  in  1768 ;  and  after 
Ithe  treaty  of  1703,  by  which  the  French  gave  up  all  their  North  Ainer- 
lian  posiiiessions  to  England,  the  British  government  demolished  tlie 
fortifications  of  Louisburg,  at  an  expense  of  $50,000,  fearing  they 
nkht  fall  into  the  hands  of  some  hostile  powet.  Bince  then  the  famous 
brbor  of  Louisburg  has  been  deserted ;  although  previously— during 
its  occupation  by  the  French — it  exported  no  less  than  500,000  quintals 
of  cod  annually,  and  six  hundred  vessels,  of  all  sizes,  were  employed 
a  its  trade  and  fisheries. 

Cape  Breton  was  formally  annexed  to  Nova  Scotia,  by  royal  declar- 
ation, in  1763 ;  but  in  1784,  a  separate  constitution  was  granted  to  it, 
and  it  remained  under  the  management  of  a  lieutenant  governor,  couu- 
jcil,  an('  assembly  until  1820,  when  it  was  re-annexed  to  Nova  Scotia. 

Owing  to  the  returns  of  trade  for  Cape  Breton  being  mixed  up  with 
tliose  for  Nova  Scotia,  it  is  now  difficult  to  obtain  an  accurate  account 
|Df  the  value  of  its  products  annually. 
The  products  uf  the  fisheries  of  Cape  Breton,  in  1847  and  1848| 
me  as  follows : 

1847.— Dried  cod 41,364  quintals. 

Sc'ilcfish,  dried 14,948      " 

Pickled  fish- 
Mackerel 17,200  barrels. 

Herrings 2,985        " 

Salmon 335        "     • 

Other  pickled  fish 12,399        « 

Seal-skins 12,100  in  number. 

Oil  of  all  kinds 415  tuns. 

The  estimated  value  of  the  foregoing  articles  was  $302,616. 

.   !. 


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568  S.  Doc.  112. 

1848. — Dried  cod 33,558  quintal*, 

Scalefish,  dried 6,783      " 

Pickled  fish — 

Mackerel 14,050  barrels. 

Herrings 3,700        " 

Salmon , 295        " 

l'  Other  pickled  fish 18,862        " 

Seal-skins 2,200  in  number, 

Oil  of  all  kinds 543  tuns. 

The  value  of  the  above  estimated  at  $282,772. 

There  is  reason  to  believe,  however,  that  the  alx)ve  gives  but  an 

imperfect  idea  of  the  extent  of  the  fisheries  at  Cape  Breton.    It  has 

been  ascertained  that,  from  the  portion  of  this  island  within  the  strait 

of  Canso,  the  following  quantities  of  fish  were  exported  in  the  year 

850: 

Codfish 28,670  quintals. 

Herrings , .  8,760  barrels. 

Spring  mackerel 61,600        „ 

Fall  mackerel 7,670       " 

No  returns  can  be  procured  from  the  northern  and  western  portionj  j 
of  this  island,  the  fish  Qaught  near  which  being  generally  carried  direct 
to  market  from  the  fismng-grounds  by  the  fishermen  themselves,  witli- 
out  reference  to  any  custom-house.  It  has  been  ascertained,  however, 
on  good  authority,  that  the  quantity  of  herrings  and  mackerel  caugh 
and  cured  at  Cheticamp,  (the  western  extremity  of  Cape  Breton,)  dunng 
the  season  of  1851,  was  not  less  than  100,000  barrels. 

It  is  alleged  that  the  banks  in  the  vicinity  of  Cape  Breton  ore  tliickly 
covered  with  shell-fish,  and  consequently  are  the  best  fecditig-groundj 
for  cod  found  anywhere  in  those  seas ;  hence,  also,  the  superior  quality 
of  the  cod  caught  and  cured  there. 

The  total  quantity  of  coals  raised  in  Cape  Breton,  and  sold  during  the 
year  1849,  amounted  to  24,960  chaldrons  (Newcastle  measure)  of  large 
coal  and  11,787  chaldrons  of  fine  coal ;  of  this  quantity,  12,090  chald* 
rolls  of  the  large  coal  and  1,210  chaldrons  of  fine  coal  were  shipped 
to  the  UnitodStates  in  1849 ;  in  1850  the  quantity  shipped  to  the  United 
States  was  10,796  chaldrons  of  large  coal  and  1,686  chaldrons  of  line  | 
coal. 

The  entries  and  clearances  of  trading  and  fishing  vessels  at  Cape  I 
Breton  in  1850  were  as  follows : 


Inward  in  1860. 
At  Arichat — 

YeMol*. 

From  England 2 

From  British  colonies 62 

From  United  States 98 

From  Foreign  States...^ 6 

Total — 


Tona.  Toiiota.     Tou. 

349 

3,196 

8,105 

1,663 

167    12,31 


ishing  vessels  at  Cape 


S.  Doc.  112.  669 

At  Sydney^         ^,,  „   ,,^.  .^,     ,.^ 

Teasels.    Tons.    'V«ssel8.    Tons. 

From  England 6      1,859 

From  British  colonies 216    21,017 

From  United  States 104    10,956 

[From  foreicn  Tjorts 25      1,516 

Total..! 351    35,348 

I  Whole  number  of  vessels  inward 508    47,661 

Vessels  outward  in  1850. 

■»  ' ' 

From  Arichat — 

Vessels.      Tons. 

[To Great  Britain 

To  British  colonies 48      2,961 

To  United  States... 14      1,283 

I  To  foreign  Stales 4         633 

Total —       66      4,877 

From  Sydney — 

iToGreat  Britain 1 5         837 

To  British  colonies 217    20,615 

To  United  States : :  M^  6,883 

To  foreign  States ^      3,712 

Total -^   339    31,591 

I  Whole  number  of  vessels  outward 405    36,468 

The  value  of  imports  and  exports  at  Cape  Breton,  in  1850,  is  thus 
I  stated  in  the  official  returns  made  to  Halifax: 

Imports — 

Ariehat.  Sydney. 

iFrom  Great  Britain $1,575  $18,335 

JFrom  West  Indies 1,355         

[From  British  North  America 23,585  16,860 

IFrom  other  British  colonies 15,695         

iFrom  United  States 43,380  13,645 

|Ffom  foreign  States 1,355  1,690 

'^'  86,945  50,530 


I 

h 
4f 


»i 


If 


!<.' 


•|:h" 


r ' 


The  total  value   of  imports   into  Cape  Breton,    in  1850,    was 
H37,476. 


;1I 


t 


m&  S.  Doo.  112.^ 

Exports — 

Arielut  Sjiaej. 

To  Great  Britain $10,860 

To  British  West  Indies $38,400  2,745 

To  British  North  America 38,620  119,265 

To  other  British  colonies 9,660  

To  United  States. 3§,33i>  44,470 

To  foreign  States 32,475  7,200 

154,480         184,530 

Total  value  of  exports  in  1860  was  $339,010. 

It  is  believed  that  the  foregoing  statements  do  not  give  a  correct  ac- 
count of  the  whole  import  and  export  trade  of  Cape  Breton,  as  much  is 
imported  and  sent  away  through  Halifax,  to  and  from  which  there  is  at 
all  times  an  extensive  coasting  trade.  But  suflBcient  has  been  stated 
to  show  that  Cape  Breton  possesses  a  very  considerable  trade,  which 
might  be  very  largely  increased  with  our  country  under  a  system  of 
free  interchanges,  inasmuch  as  Cape  Breton  greatly  needs,  and  will 
always  continue  to  purchase,  many  products  of  the  United  States,  the 
quantity  being  limited  solely  by  the  power  of  paying  for  them  in  the 
produce  of  her  forests,  iJi^Uies,  and  fisheries,  the  exports  frotb  which 
could  be  increased  vem^'iliiisiderably.  > 

^  v/,  SABLES  ISLAND* 

This  low,  sandy  island,  the  scene  of  numerous  and  melancholy 
shipwrecks,  lies  directly  in  the  track  of  vessels  bound  to  or  from  Eu- 
rope. It  is  about  eighty-five  miles  distant  from  Cape  Canso.  Its  length 
is  about  twenty-five  miles,  by  one  mile  and  a  quarter  in  width,  shaped 
like  a  bow,  and  diminishing  at  either  end  to  an  accumulation  of  loose 
white  sand,  being  little  more  than  a  congeries  of  hard  banks  of  the  same. 
The  sum  of  $4,000  annually  is  devoted  to  keeping  a  superintendent 
from  Nova  Scotia,  with  a  party  of  men,  provided  with  provisions  and 
other  necessaries,  for  the  purpose  of  relieving  shipwrecked  mariners,  of 
whatever  nation,  who  may  be  cast  upon  its  shores. 

•  Of  late  years  it  has  been  found  that  mackerel  of  the  finest  qualitycaa 
be  taken  in  great  abundance,  quite  close  to  the  bhores  of  Sable  island, 
during  the  whole  of  every  fishing  season ;  and  this  fishery  is  every  year 
becoming  of  greater  importance.  Several  of  our  enterpnsing  fishermep 
have  found  their  way  there  of  late,  in  schooners  of  about  ninety  tons,  and 
have  succeeded  very  well. 

By  observations  of  Captain  Bayfield,  R.  N.,  the  well  known  marine 
u  rveyor,  made  in  the  autumn  of  1861,  the  eastern  extreme  of  this 
sland  has  been  found  to  be  in  latitude  43°  59'  north,  and  longitude 
69^  46'  69"  west.  Two  miles  of  the  west  end  of  the  island  have  been 
washed  away  since  1828.  This  reduction,  and  consequent  addition  to 
the  western  bar,  is  reported  to  have  been  in  operation  since  1811,  and 
seems  likely  to  continue.  There  has  been  no  material  change  in  the 
east  end  of  the  island  within  the  memory  of  any  one  acquainted  with  it 

The  western  bar  may  be  safely  approached  by  the  lead,  from  any 
direction,  with  common  precaution.    The  length  of  the  northeast  bar, 


Ariehat 

Sydney. 

$10,850 

38,400 

2,745 

38,620 

119,265 

9,650 

35,335 

44,470 

32,475 

7,200 

54,480 

184,530 

S   Tdc.  112 


Sit 


It  is  said  by  Captain  Bayfield,  has  been  greatly  exaggerated  ;  but  still, 
it  is  a  most  formidable  danger.  Its  real  length  is  fourteen  miles  only, 
instead  of  twenty-eight,  as  heretofore  reported.  For  thirteen  miles  from 
the  land  it  has  six  fathoms  of  water,  with  a  line  of  heavy  breakers  in 
weather ;  in  the  fourteenth  mile  there  is  ten  fathoms  of  water,  and 
I  not  far  from  theextreraity  of  the  bar  170  fathoms,  so  that  a  vessel  going 
moderately  fast  might  be  on  the  *  bar  in  a  few  minutes  after  in  vain 
trying  for  soundings. 

Captain  Bayfield  has  recommended  to  the  government  of  Nova  Sco- 
tia to  establish  a  light-house  on  the  east  end  of  this  island,  and  measures 
are  now  in  progress  for  its  erection. 

Sable  island  lies  eighty  miles  to  the  southward  of  Nova  Scotia,  and 

I  in  the  immediate  vicmity  of  the  gulf-slream.     Throughout  nearly  its 

whole  length  of  twenty-five  miles.  Sable  island  is  covered  with  natural 

j  grass  and  wild  pease,  sustaining,  by  its  spontaneous  production,  five 

hundred  head  of^wild  horses,  and  many  cattle. 

The  Hon.  Mr.  Howe,  Principal  Secretary,  of  Nova  Scotia,  visited  this 
island  in  1850,  and  reported  favorably  as  to  the  extent  and  value  of  the 
fishery  upon  its  coast.  The  superintendent  informed  Mr.  Howe  that,  a 
few  days  before  his  arrival,  the  mackerel  crowded  the  coast  in  such  num- 
bers that  they  almost  pressed  each  other  upon  the  sands.  Mr.  Howe 
himself  saw  an  unbroken  school,  extending  fronLthe  landing  place  for  a 
mile,  within  good  seining  distance,  besides  otfaef  scnools  at  various  points, 
indicating  the  presence,  in  the  surrounding  sea^,  of  incalculable  wealth. 
It  is  believed  that  a  good  boat  fishery  for  cod  might  be  carried  on  here. 
Seals  are  numerous  all  around  the  island,  being  very  little  disturbed. 
Hitherto  the  government  of  Nova  Scotia,  to  which  this  island  belongs, 
has  not  permitted  any  fishing  establishments  to  be  set  up  upon  it.  It 
has  been  feared  that  discipline  would  not  be  maintained  at  the  govern- 
ment establishment  for  the  relief  of  shipwrecked  mariners,  if  persons 
not  under  the  control  of  the  superintendent  were  allowed  to  land  upon 
the  island,  and  that  the  obligations  of  humanity  might  be  disregarded 
by  mere  voluntary  settlers,  or  that  the  temptation  to  plunder  the  unfor- 
tunate might  prove  too  strong  to  be  resisted  by  such  a  population  when 
the  hand  of  authority  was  withdrawn. 

The  natives  of  Nantucket,*  if  permitted,  would  soon  build  havens 
and  breakwaters  at  Sable  island,  and  make  what  is  now  but  a  dreaded 
sand  bank  amid  the  solitudes  of  the  ocean,  a  cultivated  centre  of  mechani- 
cal and  maritime  industry ;  and,  as  population  increased,  employment 
would  be  found  for  the  hardy  race  which  this  stern  nursery  would 
foster  and  train,  to  draw  wealth  from  the  deep. 

*  A  writer  in  that  valuable  work,  Hunt's  Merchants'  Magazine,  thus  desoribeg  Nantucket, 
which,  in  many  respects,  is  very  similar  to  Sable  island : 

"Nautucket— A  small  crescent  of  pebbly  soil,  just  lifting  itself  above  the  level  of  the  ocean, 
nrroanded  by  a  belt  of  roaring  breakers,  and  destit'jte  of  all  shelter  from  Ae  stormy  blaiti 
which  sweep  over  it,  there  is  nothing  about  it  '  but  doth  suflTer  a  sea  change.'  Its  inhalMtantB 
know  hardly  anything  but  of  the  sea  and  sky.  Rocks,  mountains,  trees,  and  rivers,  and  the 
bright  verdure  of  the  earth,  are  names  only  to  them,  which  have  no  particular  lignificance. 
They  read  of  these  aa  other  people  read  of  angels  and  demi'gods.  There  may  be  such  things, 
or  there  may  not.  But,  dreary  and  desolate  as  their  island  may  seem  to  others,  it  reaUzes 
their  ideal  of  what  the  world  should  be ;  and  probably  they  dream  that  Paradise  is  just  such 
uother  place— a  duplicate  islaad,  where  every  wind  that  Uowt  wafta  the  ^ray  of  the  se*  ia 
their  faces!" 


'I''''    w 


fc'j 


tS    !>«■-        ,;■  J'i/'*-^' 


"^ 


■*   .ri- 


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^'  .■  ■'■^•■' 


f^ 


w 


S.  Doc.  113. 


673 


PART   VIII. 


THE  ISLAND  COLONY  OF  NEWFOUNDLAND,  INCLUDING  LABRADOR. 

In  order  that  a  correct  opinion  may  be  formed  as  to  the  nat^iral  re- 
sources and  capabilities  of  the  island  of  Newfoundland,  and  the  value 
of  its  fisheries,  it  will  be  necessary  to  give  a  brief  notice  of  the  geo- 
graphical position  and  physical  conformation  of  that  island.  A  brief 
description  will  also  be  given  of  the  Labrador  coast,  which  now  forms 
prt  of  the  government  of  this  colony. 

Newfoundland  lies  on  the  northeast  side  of  the  entrance  into  the  Gull 
of  St.  Lawrence.  From  Canada  it  is  separated  by  the  Gulf;  its  south- 
west point  approaches  Cape  Breton  within  about  46  miles;  to  the 
north  and  northwest  are  the  shores  of  Labrador,  from  which  it  is 
divided  by  the  Strait  of  Belleisle ;  its  eastern  side  is  washed  by  the 
Atlantic  ocean.  Its  form  is  somewhat  triangular,  but  without  any  ap- 
proach to  regularity,  each  of  its  sides  being  broken  into  numerous 
bays,  harbors,  creeks,  and  estuaries.  Its  circuit  is  not  much  less  than 
one  thousand  miles.  Its  width  at  the  widest  part  between  Cape  Kay 
and  Cape  Bonavista  is  about  300  miles ;  its  extreme  length  from  Cape 
Race  to  Griguet  bay  is  about  four  hundred  and  nineteen  miles, 
measured  on  a  curve  through  the  centre  of  the  island. 

From  the  sea,  Newfoundland  has  a  wild  and  sterile  appearance, 
which  is  anything  but  inviting.  Its  general  character  is  that  of  a  rugged, 
and,  for  the  most  part,  a  barren  country.  Hills  and  valleys  continually 
succeed  each  other,  the  former  never  rising  into  mountains,  and  the 
latter  rarely  expanding  into  plains. 

The  hills  are  of  various  characters,  forming  sometimes  long,  flat-topped 
ridges,  and  being  occasionally  round  and  isolated,  with  sharp  peaks 
and  craggy  precipices.  The  valleys  also  vary  from  gently  sloping  de- 
pressions to  rugged  and  abrupt  ravines.  The  sea-cliflTs  are  for  the  most 
part  bold  and  lofty,  with  deep  water  close  at  their  foot.  Great  boulders, 
or  loose  rocks,  scattered  over-the  country,  increase  the  general  roughness 
of  its  appearance  and  character.  This  uneven  surface  is  covered  by 
three  different  kinds  of  vegetation,  forming  districts,  to  which  the  names 
of" woods,"  "marshes,"  and  "barrens,"  are  respectively  assigned. 

The  woods  occupy  indifferently  the  sides,  and  even  the  summits,  of 
the  hills,  the  valleys,  and  the  lower  lands.  They  are  generally  found, 
however,  clothing  the  sides  of  hills,  or  the  slopes  of  valleys,  or  wherever 
there  is  any  drainage  for  the  surplus  water.  For  ttie  stime  reason, 
probably,  they  occur  in  greatest  abundance  in  the  vicinity  of  the  sea- 
coast,  around  the  lakes,  and  near  the  rivers,  if  the  soil  and  other  circum- 
stances be  also  favorable. 

The  trees  of  Newfoundland  consist  principally  of  pine,  spruce,  fir, 
larch,  (or  hackmatac,)  and  birch ;  in  some  districts  the  mountain  ash, 


,« 


mi 


ly.:'rl 


1.'; 


dT4 


B.  Doc.  112. 


^n- 


li'  > 


11  ^ 


u 


w 


the  alder,  the  aspen,  and  a  few  others,  are  also  found.  The  character 
of  the  timber  varies  greatly,  according  to  the  nature  of  the  sub-soil  and 
the  situation.  In  some  parts,  where  ine  woods  have  been  undisturbed 
by  the  axe,  trees  of  fair  girth  and  height  may  be  found.  These, 
however,  are  scattered,  or  occur  only  in  small  ^oups.  Most  of 
the  wood  is  of  small  and  stunted  growth,  consisting  chiefly  of  gJ 
trees,  from  twenty  to  thirty  feet  in  height,  and  about  three  or  four 
inches  in  diameter.  These  commonly  grow  so  close  together  that  their 
twigs  and  branches  interlace  from  top  to  bottom ;  and  lying  indiscrimi- 
nately among  them  are  innumerable  old  and  rotten  stumps  and  branches, 
or  newly-fallen  trees.  These,  with  the  young  shoots  and  brush-wood, 
form  a  tangled  and  often  impenetrable  thicket. 

Embosomed  in  the  woods,  and  covering  the  valleys  and  lower  lands, 
are  found  open  tracts,  which  are  called  "  marshes."  These  marshes  are 
not  necessarily  low  or  even  level  land,  but  are  frequently  at  a  consider- 
able height  above  the  sea,  and  have  often  an  undulated  surface.  They 
are  open  tracts,  covered  with  moss,  sometimes  to  the  depth  of  several 
feet.  This  moss  is  green,  soft,  and  spongy ;  it  is  bound  together  by 
straggling  grass,  and  various  marsh  plants.  The  surface  is  very  uneven,  j 
abounding  in  little  hillocks  and  holes,  the  tops  of  the  hillocks  having 
often  dry,  crisp  moss  upon  them.  A  boulder  or  small  crag  of  rock 
occasionally  protrudes,  covered  with  red  or  white  lichens,  and  here  and 
there  is  a  bank,  on  which  the  moss  has  become  dry  and  yellow.  The 
contrast  of  these  colors  with  the  dark  velvety  green  of  the  wet  moss, 
often  gives  a  peculiarly  rich  appearance  to  the  marshes.  This  thick 
coating  of  moss  is  precisely  like  a  great  sponge  spread  over  the  country. 
At  the  melting  of  the  snow  in  the  spring  it  becomes  thoroughly  saturated 
with  water,  which  it  long  retains,  and  which  every  shower  of  rain  con- 
tinually renews.  Numerous  small  holes  and  pools  of  water,  and  in  the 
lower  parts,  small  sluggish  brooks  or  gulleys,  are  met  with  in  these 
tracts  ;  but  the  extreme  wetness  of  the  marshes  is  due  almost  entirely  1 
to  the  spongy  nature  of  the  moss,  the  slope  of  the  ground  being  always 
nearly  sufficient  for  surface  drainage ;  and  when  the  moss  is  stripped 
oflT,  dry  ground  or  bare  rock  is  generally  found  beneath. 

The  "  barrens"  of  Newfoundland  are  those  districts  which  occupy 
the  summits  of  the  hills  and  ridges,  and  other  elevated  and  exposed 
tracts.  They  are  covered  with  a  thin  and  scrubby  vegetation,  consist- 
ing of  beiTy-bearing  plants  and  dwarf  bushes  of  various  sorts.  Bare 
patches  of  gravel  and  boulders,  and  crumbling  fragments  of  rock,  are 
frequently  met  with  upon  the  «♦  barrens,"  which  generally  are  altogether 
destitute  of  vegetable  soil. 

These  different  tracts  are  none  of  them  of  any  great  extent;  woods, 
marshes,  and  barrens  frequently  alternating  with  each  other  in  the 
course  of  a  day's  journey 

In  describing  the  gen«.i.ii  leatures  of  the  country  one  of  the  most  re- 
markable must  not  be  omitted,  namely,  the  immense  abundance  of 
lakes  of  all  sizes,  which  are  indiscriminately  called  ••ponds."  These 
are  found  everywhere,  over  the  whole  face  of  the  country,  not  only  in 
the  valleys  but  on  the  higher  lands,  and  even  in  the  hollows  of  the  sum- 
mits oi  the  ridges,  and  the  very  tops  of  the  hills. 
.  They  vary  in  size  from  pools  of  fifty  yards  in  diameter  to  lakes  up* 


S.  Doc  113. 


615 


m 


liameter  to  lakes  op- 


wards  of  thirty  miles  long,  and  four  or  five  miles  across.  The  number 
of  those  which  exceed  two  miles  in  extent  must,  on  the  whole,  amount 
to  several  hundreds,  while  those  of  smaller  size  are  absolutely  count- 
less. 

Taken  in  connexion  with  this  remarkable  abundance  of  lakes,  the 
total  absence  of  anything  which  can  be  called  a  navigable  river  is  at 
first  sight  quite  anomalous.  The  broken  and  generally  undulated  char- 
acter of  the  country  is  no  doubt  one  cause  of  the  absence  of  large 
rivers.  Each  pond,  or  small  set  of  ponds,  communicates  with  a  valley 
of  its  own,  down  which  it  sends  an  insignificant  brook,  that  pursues 
the  nearest  course  to  the  sea.  The  chief  cause,  however,  both  of  the 
vast  abundance  of  ponds  and  the  general  scantiness  of  the  brooks,  and 
smallness  of  the  extent  of  each  system  of  drainage,  is  to  be  found  in 
the  great  coating  of  moss  that  is  spread  over  the  country.  On  any 
great  accession  of  moisture,  either  from  rain  or  melted  snow,  the  chief 
portion  is  absorbed  by  thib  large  cponge ;  the  remainder  fills  the  numer- 
ous ponds  to  the  brink,  while  only  some  portion  of  the  latter  runs  off 
by  the  brooks.  Great  periodical  floods,  which  would  sweep  out  and 
deepen  the  river  channels,  are  almost  impossible;  while  tlie  rivers  have 
not  power  at  any  time  to  breach  the  barriers  between  them,  and  unite 
their  waters.  In  dry  weather,  when  from  evaporation  and  drainage 
the  ponds  begin  to  shrink,  they  are  supplied  by  the  slow  and  gradual 
drainage  of  the  marshes,  where  the  water  has  been  kept  as  in  a  reser- 
voir, to  be  given  off  when  required. 

The  quantity  of  ground  covered  by  fresh  water  in  Newfoundland 
has  been  estimated,  by  those  acquainted  with  the  country,  at  one-third 
of  the  whole  island,  and  this  large  proportion  will  not  probably  be 
found  an  exaggeration.  The  area  of  Newfoundland  is  estimated  at 
23,040,000  acres. 

LABRADOR.  • 

Of  the  coast  of  Labrador  less  is  known  than  of  the  island  of  New- 
foundland, to  the  government  of  which  it  was  re-annexed  in  1808, 
having  for  some  time  previously  been  under  the  jurisdiction  of  Canada. 
It  may  be  said  to  extend  from  the  fiftietli  to  the  sixty-first  degree  of 
north  latitude,  and  from  longitude  56o  west,  on  the  Atlantic,  to  78°, 
on  Hudson's  bay.  It  has  a  seacoast  of  about  100  miles,  and  4s  fre- 
quented, during  the  summer  season,  by  more  than  20,000  persons. 

Tliis  vast  country,  equal  in  extent  to  France,  Spain  and  Germany, 
I  has  a  resident  population  of  between  8,000  and  10,000  souls,  including 
j  the  Esquimaux  and  Moravians. 

The  climate  is  very  severe,  and  the  summer  of  exceedingly  short 
duration.  It  is  believed  that  the  mean  temperature  of  the  year  does 
not  exceed  the  freezing-point.  The  ice  does  not  usually  leave  the 
coast  before  June ;  and  young  ice  begins  to  form  again  on  the  poola 
and  sheltered  small  bays  in  September,  when  frosts  are  very  frequent 
at  night.  Situate  in  a  severe  and  gloomy  climate,  and  producing  noth- 
ing that  can  support  human  life,  this  is  one  of  the  most  barren  and 
desolate  countries  in  the  world.  But,  as  if  in  compensation  for  the 
sterihty  of  the  land,  the  sea  in  its  vicinity  teems  with  fish.  There 
would  be  little  inducement  to  visit  the  desolate  coast  of  Labrador  but 


i:  II 


^T6 


S.  Doc.  112. 


ma  (■ 

•■-X 


™, 


^. 


I?  '<■ 


I>1   I 


ibr  its  most  valuable  and  prolific  fisheries,  which  excite  the  enterprise 
.  and  reward  the  industry  of  thousands  of  hardy  adventurers  who  annu- 
ally  visit  its  rugged  shores.  • 

In  ffeneral,  the  main  land  does  not  exceed  the  height  of  five  hundred 
feet  above  the  level  of  the  sea,  and  is  often  much  lower,  as  are  all  the 
islands,  excepting  Great  and  Little  Mecatina.  The  main  land  and 
islands  arc  ot  granitic  rock,  bare  of  trees,  excepting  at  the  heads  of 
biws,  where  small  spruce  and  birch  trees  are  met  with  occasionally, 
Wnen  not  entirely  bare,  the  main  land  and  islands  are  covered  with 
moss  or  scrubby  spruce  bushes;  and  there  are  many  ponds  of  dark 
bog-water,  frequented  by  water-fowl  and  flocks  of  the  Labrador  curlew. 

The  main  land  is  broken  into  inlets  and  bays,  and  fringed  with  islands, 
rocks,  and  ledges,  which  frequently  rise  abruptly  to  withiii  a  few  feet 
of  the  surface,  firom  depths  so  great  as  to  afibrd  no  warning  by  the  lead. 
In  some  parts,  the  islands  and  rocks  are  so  numerous  as  to  form  a 
complete  lab3n:inth,  in  which  nothing  but  small  egging  schooners  or 
shallops  can  find  their  way. 

But  although  the  navigation  is  everywhere  more  or  less  intricate, 
yet  there  are  several  harbors  fit  for  large  vessels,  which  may  be  safely 
entered,  with  proper  charts  and  sailing  directions. 

The  Strait  of  Belleisle,  which  separates  Newfoundland  from  Labra- 
dor, is  about  fifty  miles  long,  and  twelve  broad.  It  is  deep,  but  is  not 
considered  a  safe  passage  usually,  owing  to  the  strong  current  which 
sets  through  it,  and  the  want  of  harbors.  There  are  ho  harbors 
on  that  part  of  the  Newfoundland  coast  which  faces  this  strait ;  and 
those  on  the  Labrador  coast  are  not  considered  safe,  except  the  havens 
near  the  northern  and  southern  extremities  of  the  strait. 

During  the  winter  months  the  resident  population  of  Labrador  does 
not  exceed  eight  hundred  souls  of  European  descent.  Many  of  the 
.  white  men  have  intermarried  with  the  Indians.  The  few  widely-scat- 
tered families  reside  at  the  establishments  for  seal  and  salmon-fishing, 
and  for  fur-trading.  Seals  and  salmon  are  very  plentiful ;  the  latter 
are  of  a  larger  and  better  description  than  those  taken  on  the  coast  of 
Newfoundland.  ^ 

The  furs  of  Labrador  are  very  valuable.  There  are  four  kinds  of 
foxes;  with  otters,  sables,  beavers,  lynxes,  black  and  white  bears, 
wolves,  deer,  (caribou^  ermine,  hares,  and  several  other  small  animals, 
all  bearing  fur  of  the  best  description.  The  Canadian  partridge,  and 
the  ptarmigan,  or  willow  grouse,  are  also  plentiful. 

A  number  of  small  schooners  or  shallops,  of  about  twenty-five  tons, 
are  employed  in  what  is  termed  the  "  egging  business."  The  eggs 
that  are  most  abundant  and  most  prized  are  those  of  the  murr;  but 
the  eggs  of  puffins,  gannets,  gulls,  eider  ducks,  and  cormorants,  are 
also  coTlected.  Halifax  is  the  principal  market  for  these  eggs,  but  they 
have  been  also  carried  to  Boston,  and  other  ports.  One  vessel  of  25 
tons  is  said  to  have  cleared  $S00  by  this  egging  business  in  a  favor- 
able season. 


S.^- 


ixcite  the  enterprise 
venturers  who  annu* 

ight  of  five  hundred 
lower,  as  are  all  the 
rhe  main  land  and  I 
ing  at  the  heads  of 
;t  with  occasionfdly, 
is  are  covered  with 
nany  ponds  of  dark 
he  Laorador  curlew. 
fringed  with  islands, 
to  within  a  few  feet 
warning  by  the  lead. 
merous  as  to  form  a . 
egging  schooners  or 

»re  or  less  intricate,  | 
which  may  be 


S.  Doo.  112 


THE  COD-FI8HEBY. 


mi 


undland  from  Labra- 
It  is  deep,  but  is  not 
strong  current  which 
liere  are  ho  harbors 
ices  this  strait;  and 
fe,  except  the  havens 
strait. 

on  of  Labrador  does 
scent.  Many  of  the 
rhe  few  widely-scat- 
,1  and  salmon-tishing, 
plentiful ;  the  latter 
taken  on  the  coast  of 

lere  are  four  kinds  of 

rk  and  white  bears, 

other  small  animals, 

adian  partridge,  and 

)out  twenty-five  tons, 
msiness."  The  eggs 
se  of  the  murr;  but 
and  cormorants,  are 
r  these  eggs,  but  they 
Ls.  One  vessel  of  2a 
business  in  a  favor- 


In  Newfoundland  the  term  "fish"  is  generally  understood  to  mean 

[codfish,  that  bein§  the  great  staple  of  the  island.    Every  other  descrip- 

Itiofl  of  fish  is  designated  by  its  particular  name. 

I  The  cod-fishery  is  either  prosecuted  in  large  vessels  in  the  open  sea, 

Lpon  the  Grand  Bank  of  Newfoundland,  or  else  in  boats  or  shallops 

Inear  the  coast  of  the  island ;  and  these  modes  of  fisliing  are  respect* 

lively  designated  the  "bank  fishery,"  and  the  "shore  fishery." 

I  The  Grand  Bank  is  the  most  extensive  sub-marine  elevation  yet 

jdiscovered.     It  is  about  six  hundred  miles  in  length,  and  in  some 

Iplaccs  five  degrees,  or  two  hundred  miles,  in  breadth.     The  soundings 

on  it  are  from  twer.ty-five  to  ninety-five  fathoms.  .The  bottom  is  gen- 

lerally  covered  with  shell-fish.     It  is  frequented  by  immense  shoals  of 

ball  fish,  most  of  which  serve  as  food  for  the  cod.    Where  the  bottom 

is  principally  of  sand,  and  the  depth  of  water  about  thirty  fathoms, 

W  are  found  in  greatest  plenty ;  on  a  muddy  bottom  cod  are  not  nu- 

nerous.    The  best  fishing  grounds  on  the  Grand  Bank  are  between 

aiitude  42°  and  4G°  north. 

Those  perpetual  fogs  which  hang  over  the  Banks,  and  hover  near  the 
outhern  and  eastern  portions  of  the  coast  of  Newfoundland,  are  sup- 
)osed  to  be  caused  by  the  tropical  waters,  swept  onward  by  the  Gulf 
fcream,  meeting  with  the  icy  waters  carried  down  by  the  influence  of 
[lie  northerly  and  westerly  winds  from  the  Polar  seas.  This  meeting 
lakes  place  on  the  Grand  Bank.  The  difference  in  the  temperature  of  the 
Ipposmg  currents,  and  in  their  accompanying  atmospheres,  produces 
oth  evaporation  and  condensation,  and  hence  the  continual  fog. 
The  cod-fisheiy  on  the  Grand  Bank  began  a  few  years  after  the 
liscovery  of  Newfoundland.  In  1502,  mention  is  made  of  several 
Portuguese  vessels  having  commenced  this  great  fisheiy.  In  1517, 
liien  the  first  English  fishing  vessels  appeared  on  the  Banks,  there 
Vere  then  on  the  fishing  ground  no  less  than  fifty  Spanish,  French, 
m  Portuguese  ships,  engaged  in  the  fisheries. 

I  The  great  value  of  this  fishery  was  not  fully  appreciated  by  the 
English  until  about  1618.    In  twelve  years  after,  there  were  no  less 
pan  one  hundred  and  fifty  vessels  from  Devonshire  alone  engaged  in 
At  that  period  England   began  to  supply  the  Spanish  and  Italian 
harkets,  aud  then  a  rivalry  in  the  fishery  sprang  up  between  the  Eng- 
U  find  French.     Its  importance  to  England  was  manifested  by  the 
wious  acts  of  Parliament  which  were  passed,  and  the  measures 
aopted  for  its  regulation  and  protection.     Ships  of  war  were  sent 
knnvey  the  British  fishing  vessels,  and  protect  them  while  prosecu- 
jigtlie  fishery.     In  1076,  some  of  the  large  vessels  engaged  in  the 
lank  fishery  canied  twenty  guns,  eighteen  small  boats,  and  from 
pety  to  one  hundred  men.     This  arose  from  the  hostile  position  as- 
|ined  by  France  with  reference  to  this  fishery.     The  English  fisher- 
en  had  much  annoyance  and  trouble  from  those  of  France  ;  notwith- 
anding  which,  the  British  Bank  tisheiy  continued  to  prosper. 
jOwingtothe  confusion  created  by  the  French  revolution  of  1792, 
eir  bounties  on  the  Newfoundland  fisheries  were  discontinued,  and 
ey  immediately  fell  oflJ* greatly.    In  1777,  no  less  than  20,000  French 
38 


578 


8.  Doc.  112. 


seamen  were  employed  in  the  Newfoundland  fisheries;  but  that  num- 
ber dwindled  down  to  3,397  in  1793. 

From  1793  to  1814,  the  British  fishery  at  Newfoundland  prospered 
greatly.  The  price  in  foreign  markets  was  very  high,  and  the  value 
of  fish  exported  from  Newfoundland  in  1814  was  estimated  at  nearly 
fifteen  millions  of  dollars. 

At  that  time  the  western  and  southern  "  shore "  fishery  sprung  into 
importance,  and  oficred  stronger  inducements  for  its  pursuit  by  the  io.| 
habitants  of  Newfoundland  than  the  Bank  fishery.  The  latter  was  then 
chiefly  carried  on  from  St.  John,  and  to  a  limited  extent  from  Bav 
Bulls,  Cape  Broyle,  Termense,  Renews,  and  Trepussy.  It  was  pros- 
ecuted by  parties  from  the  west  of  England,  who  were  the  last  to 
abandon  it.  Their  "  bankers,"  as  vessels  which  fish  on  the  Grand  Bank 
are  termed,  generally  carried  twelve  men,  whose  catch  for  the  scasoni 
was  about  one  thousand  quintals  of  cod ;  yielding,  also,  about  four  tons 
of  oil  fiom  their  livers. 

After  the  peace  of  1814,  the  British  Newfoundland  fisheries  suddenlvj 
declined,  owing  to  the  competition  which  sprung  up  with  the  Frenchj 
fishermen,  and  our  own  cit'/ens  engaged  in  the  business.     Many  of  the 
chief  merchants  of  Newfteundland  engaged  in  the  trade,  as  also  nuinJ 
bers  of  the  principal  fishen.itn,  were  wholly  mined ;  and  it  is  statedj 
on  good  authority,  that  bills  of  exchange  on  England,  to  th^  extent  ol 
one  million  of  pounds  sterling,  were  returned  protested  in  the  yeaii 
1815,  1816,  and  1817.     So  great  was  the  extent  of  the  depression  ini 
the  British  fisheries  of  Newfoundland,  that  it  was  at  one  time  proposed 
to  remove  the  settled  population  from  the  island.     This,  however,  wai 
not  carried  out,  temporary  measures  being  aclopted  to  relieve  the  pre* 
sure  which  b  u  j  with  such  excessive  severity  upon  the  staple  trade 
the  country. 

The  bounties  granted  by  '^rance  were  higher  even  then  than  at  pre* 
ent,  and  were  so  arrangecl  as  to  exclude  all  fish  of  British  catch  froi 
the  French,  Spanish,  and  Italian  markets.  The  effect  of  this  has  beci 
to  break  up  the  fishery  on  the  Grand  Bank  by  British  vessels,  aiti 
gether;  and  that  fisheiy  is  now  prosecuted  solely  by  the  vessels  oi 
France  and  of  the  United  States,  under  the  stimulus  of  bounties,  whii 
have  never  been  given  to  this  fishery  by  the  British. 


'•-f 


THE    SHORE    FISHERY. 


The  inhabitants  of  Newfoundland  prosecute  the  shore  fisheiy  for  co( 
in  boats,  shallops,  and  schooners,  according  to  tiie  ability  of  those  wh 
fit  them  out.  In  the  small  boats  the  fishery  is  pursued  on  the  co.ist  I 
the  poorer  portion  of  the  inhabitants,  who  generally  abandon  it  fortln 
large-boat  fisliery  so  soon  as  they  acquire  sufficient  means.  In 
small  boats  the  people  oi'e  confined  to  their  immediate  localities,  wlietbd 
the  fishing  is  good  or  bad ;  with  the  larger  boats  they  can  avail  tliem 
selves  of  such  of  the  fishing  grounds  as  offer  tlic  greatest  inducf 
ments. 

A  fair  average  catch  for  small  boats  is  from  forty  to  fifty  quintals 
man  for  each  season ;  for  the  large  boats,  from  eighty  to  one  bur  ''t 
buintals  per  man.     TJie  expense  of  the  large  boats  is  about  filiy 


cries;  but  that  nutn- 


S.  Doc.  112. 


579 


cent,  beyond  that  of  ibc  others.  In  the  small  boats  there  are  two  niea 
lonly,  ond  sometimes  but  one;  in  the  large  boats,  four  to  six  men. 
I  At  most  of  the  fidhins  stations  on  the  coast  of  Newfoundland  the  cod- 
Ifijhery  commences  early  in  June,  and  by  the  10th  of  August  may  be 
Lid  to  be  over,  for,  altliough  the  people  continue  it  l<»r  two  months  lon- 
Iger,  the  proceeds  sometimes  fail  to  pay  even  the  expenses.  The  want 
lot  other  employment  is  the  principal  reason  why  it  is  not  abandoned  in 
lAugust.  On  some  parts  of  the  coast,  however,  the  cod-fishery  is  pur- 
jtued  with  much  success  during  the  whole  year. 

The  small  boats  land  their  catch  every  night,  when  the  fish  are  split 
land  stilted  on  shore.  The  lar^e  boats,  when  fishing  near  home,  generally 
[land  their  catch  and  salt  it  m  the  same  way;  but  when  at  a  distance 
llrom  home  thev  split  and  salt  on  board  from  day  to  day,  until  they 
iavc  completed  their  fare.  Four  times  the  quatitity  of  split  fish,  as 
Icompared  with  the  article  when  caught,  may  be  stowed  in  the  same 
kpace. 
The  •'  shore  fishery "  is  the  most  productive,  both  of  merchantable 
ill  and  oil. 

The  cod-fishery  being  generally  the  most  certain  in  its  results,  has 
itherto  been  followed  as  the  staple  and  prevailing  fishery  at  New- 
undland ;  while  the  seal,  the  herring,  the  salmon,  the  mackerel,  and 
le  whale  fisheries,  have  been  prosecuted  but  a  comparatively  sljort 
me,  and  to  a  limited  extent,  in  those  localities  where  they  were  first 
mmenced.  They  are  considered  of  such  minor  importance  Twith  the 
ixceplion  of  the  seal-fishery)  that  no  permanent  arrangements  have  yet 
en  made  for  their  development  throughout  the  whole  fishing  season. 


II 


n\ 


♦ii 


THE  HERRING  FISHERY. 

Great  shoals  of  herrings  visit  the  coasts  of  Newfoundland  in  the  early 

kart  of  every  season  to  deposite  their  spawn,  when  a  sufficient  quantity 

pr  bait  only  is  taken  by  the  resident  fishermen.     On  the  southern  and 

pestern  coasts  of  Newfoundland,  however,  herrings  are  caught  to 

jome  extent  for  exportation,  but  not  by  any  means  in  such  quantities 

i  might  be  expected,  considering  their  wonderful  abundance.     The 

hhabitants  do  not  pursue  the  herring  fishery  as  a  distinct  branch  of 

lusiness:  so  many  as  are  required  by  themselves  for  bait  in  the  cod- 

phery,  and  to  supply  the  French  " bankers,"  appear  to  be  about  the 

Stent  of  the  quantity  taken  in  general.     It  is  no  uncommon  thing  on 

|ie  south  and  west  coasts  of  Newfoundland  for  hundreds  of  barrels  of 

Ve  herrings  of  good  quality  to  be  turned  out  of  the  seines  in  which 

key  are  taken,  the  people  not  deeming  them  worthy  tlie  salt  and  the 

Ibor  of  curing. 

[This  fishery  might  be  made  almost  as  productive  as  that  for  cod,  and 
phaps  more  valuable,  by  the  adoption  of  an  improved  system  of  curing 
bd  packing,  which  would  render  the  fish  fit  for  those  markets  trooi 
Ihich  it  is  now  excluded  by  reason  of  being  imi^erfectly  cured. 

THE  SALMON   FISHERY. 

[This  is  a  valuable  fishery  in  Newfoundland,  but  it  is  not  prosecuted 
'extensively  as  it  might  be,  nor  are  the  fish  so  valuable,  when  cured, 


530 


S    Doc.  112. 


mt 


w 

'10 

fe 

■•'■'  H. 

1 

1 

i  . 

*«-• 

'¥ 

Pi 

II 


I 


h  • 


a»  they  nofflit  to  be,  from  the  manner  in  which  they  nre  8p(lt  r.rxlf 
suhcd.     This  branch  of  bu.sincsii,  under  liettcr  munagemcnt,  could  I 
rendered  much  more  extensive  und  pruHtiible* 

THE  MACKBRBL  nSHBRr. 

Althouch  mackerel  nre  »nid  to  nbound  on  the  southern  shores  of  New 
fbundlnnd,  as  also  north  of  Cupe  Iluy,  and  thence  up  to  the  ."iJtruii  2 
Bellcisle,  during  the  summer  scnnon,  yet  this  brunch  of  the  fisheries  J 
neglected  by  the  residents  of  the  inland.  They  have  no  outfit  for  ili 
mackerel  fishery  whatever,  and  this  excellent  fish  seems  to  pos.scJ 
perfect  impunity  on  those  coasts  of  Newfoundland  which  it  frrquetiNj 
going  and  returning  as  it  pleases,  without  the  least  molestutiou. 

THE  WHALE  FIHHERY. 

It  is  believed  that  the  whale  fisheiy  might  be  much  more  extonsivt 
pursued  from  Newfound Innd  than  ut  present,  particularly  on  the  w«jt.| 
ern  coast,  and  in  the  Gulf  of  St.  Lawrence,  where  it  is  prosecuted  tol 
a  limited  extent  by  the  hardy  fishermen  of  Ga.spti,  without  conipetitiuiJ 


THE  SEAL  FISHERY. 


I 


)ut  fifty  years  since,  the  capture  of  seals  on  the  ice  in  early  sprin 
is  popularly  call<xl  •♦the  seal  fishery,"  first  began  at  Newloum 


About  niiy  years  siiicf ,  me  uiipiurRoi  »c;tuHon  lut;  icb  in  canv  sprinjj 
which  is  popularly  call<xl  •♦the  seal  fishery,"  first  began  at  NewfouiKJl 
land.     It  languished,  however,  until  1825,  since  which  it  has  gorieui| 
increasing,  year  by  year ;  and  when  surcessful,  it  is  the  most  proliiaL 
business  pursued  there. 

The  mode  of  prosecuting  this  fishery  is  as  follows:  The  vesselJ 
equipped  for  the  seal  fishery  are  from  sixty  to  one  hundred  and  eigbj 
tons  each,  with  crews  of  twenty-five  to  forty-five  men;  they  are  alwavl 
prepared  for  sea,  with  the  necessary  equipment,  in  March  every  ye'iJ 
At  that  season  the  various  sealing  crews  combine,  and  by  their  uniiet 
efforts  cut  the  vessels  out  of  the  ice,  in  which  they  have  firmly  I'roa 
during  the  winter.     The  vessels  then  proceed  to  the  field  ice,  pushini 
their  way  through' the  oj)ening8  or  working  to  windward  of  it,  until  tin 
meet  it,  covered  with  vast  herds  of  seals.     The  animals  arc  surprisei 
by  the  seal-hunters  while  sleeping  on  the  ice,  and  killed  either  wiii 
firelocks  or  bludgeons,  the  latter  being  the  preferable  mode,  as  firinj 
disturbs  and  frightens  the  herd.     The  skins,  with  the  mass  of  fat  wliiii 
surrounds  the  bodies,  are  stripped  of!* together;  these  are  carried  to i 
vessels  and  packed  closely  in  the  hold. 

The  sealing  vessels  during  storms  of  snow  and  sleet,  wliichattk 
season  they  must  inevitably  experience,  are  exposed  to  fearful  daiiKcrsj 
Many  vessels  have  been  crushed  to  pieces  by  the  tremendous  power  a 
vast  masses  of  ice  closing  in  ujwn  tnem,  and  in  some  instances  wliol 
crews  have  perished.  Storms  which  occur  daring  the  night,  and  wli 
the  vessel  is  entangled  among  heavy  ice,  are  described  as  truly  terrilil 
yet  the  hardy  Newfoundland  seal-hunter  is  ever  anxious  to  court 
exciting  yet  perilous  adventure. 


a  Doc.  112. 


681 


J  tliejr  are  split  r,f),|j 
unagemcnt,  could  \A 


ithcm  shores  of  New. 
cc  up  to  the  SJtruii  ul 
nth  of  ihc  risheriea  ii 
hiive  no  outlit  for  ili,  I 
liah  seerus  to  po3.s<>.J 
tid  which  il  frrquewj,] 
\xsi  inole»tution. 


nuch  more  extonsivi 
rticulaily  on  tlic  wnsi- 
lere  it  is  prosecuted  t,)[ 
e,  without  competition, 


The  vp#«rl>  having  coiiiplrtcd  their  fnrc,  or  hnving  failed  to  do  so 
Ltori'  ilifi  i<'c  hecoinrs  tcuttcrcd,  and  all  hut  the  ic('l)crg8  has  hcen  dis- 
Llw-d  hy  the  hciU  of  the  advancing  summer,  return  to  their  several 
Ijorin;  iiiul  if  MotiM'times  happens  that  ve9^^el^^  which  ore  successful  im- 
Jcitdiately  after  falling  in  with  the  iee,  inak(>  two  trips  in  that  season. 

The  lilt,  or  8ettl4»hihlH;r,  is  fi>naruted  frr»m  the  skins,  cut  into  pieces 
|iml  put  into  frame-work  vats,  where  it  becomes  oil  simply  hy  exjHisure 
L  tlif  heat  of  the  sun.  In  three  or  four  wwks  it  Hows  ireely ;  the  HrKt 
Iwhiih  runs  oH*  is  the  virgin  or  jiale  oil,  and  the  last  the  brown  oil: 
MAct  these  res(Kx;tivc  (lesignatams  they  are  known  as  the  ordinary 
ie!ii-oil  o  f  CO  I  u  me  rc« . 

The  nc'id-skins  arc  snread  out  and  salted  in  hulk ;  after  which  they 
arr  [Kicked  up  in  bundles  of  five  each,  for  shipment  to  loreign  markets. 
Besides  the  mode  of  •(•al-hunting  on  the  ice  alwve  described,  seals 
Lre  also  caught  ut  Newfoundland  and  Labrador,  on  the  plan  fir^A 
L(lo[)U'd — that  is,  by  setting  strong  nets  across  such  narrow  channels  a« 
[lit\  are  in  the  habit  of  passing  through,  in  which  they  become  entangled. 

rUE  SYSTEM  OV  CAHKVINO  ON  THE  PIflH  AND  OIL  TRADE  OF  NEWFOUNI^ 

LAND. 


I  the  ice  in  early  sprinjj 
St  began  at  Newloundj 
Q  which  it  has  gone  oJ 
it  is  the  most  piotitallJ 

I  follows:  The  \em 
me  hundred  and  eiglnjl 
3  men ;  they  are  alwavil 
t,  in  RIarch  every  year] 
ne,  and  by  their  uniiw 
tlicy  have  firmly  t'rozei 
:o  the  field  ice,  pushiK 
indward  of  it,  until  till) 
e  animals  are  surpri* 

and  killed  either  wi 
eferable  mode,  as  firiii! 
th  the  mass  of  fat  wliii^ 

these  are  carried  to  \\i 

ind  sleet,  which  at  tin 
)03ed  to  fearful  dani^eril 
le  tremendous  power  o 
n  some  instances  wliol 
•ing  the  night,  and  wli 
scribed  as  truly  terrilil  j 
er  anxious  to  court' 


The  p«*rsons  connected  with  this  business  are — 

F'trit.  The  British  merchant,  or  owner,  residing  in  some  cases  in 

Jreat  Britain,  but  in  general  on  the  island,  who  is  the  prime  mover  in 
1  tlie  business  ;«f  the  colony. 
Second.  The  middle  :'uui,  or  planter,  as  he  is  absurdly  termed,  pro- 

kably  from  all  the  original  English  settlements  in  America  having 

iccived  the  official  designation  of  plantations. 
Third.  The  working  bee,  or  fisherman,  the  bone  and  sinew  of  the 

ountry,  the  main-stay  of  its  fisheries,  and  chief  reliance  of  its  trade 
nd  commerce. 

The  merchant  finds  the  ship  or  vessel,  provides  nets,  line,  provisions, 
nd  every  other  re(|uisite  for  prosecuting  the  fisheries :  these  he  fur- 

lishes  to  the  planter.    In  some  instances  the  planter  owns  the  vessel, 
nd  provides  his  own  outfit.     It  is  his  duty  in  all  cases  to  engage  the 
Kw  and  to  superintend  the  labor  of  catching  and  curing. 
Ill  the  seal  fishery  prosecuted  in  vessels,  one-half  the  profit  of  the 
py.ige  goes  to  the  merchant  or  owner  who  provides  and  equips  the 
|p«el,  the  other  half  being  divided  among  the  crew.     Besides  the  pro- 
jls  on  the  extra  stores  or  clothing  furnished  to  the  crew,  the  merchant 
owner  deducts  from  each  of  them  iiom  six  to  eight  dollars  as  berth- 
oncy.    To  this  there  are  occasional  exceptions  in  favor  of  experienced 
ken,  who  are  either  charged  less,  or  get  their  berths  free,  m  conse- 
pcuceof  beingable  marksmen;  smd  then,  by  way  of  distinction,  they 
:  called  "  bow-gunners." 
I A  fishing-servant  usually  gets  from  seventy-five  to  one  hundred  dol- 
jrs  lor  the  season,  commencing  with  the  first  of  May,  and  ending  with 
It  last  of  October.     These  wages  are  usually  paid  one-half  in  money 
pd  one-half  in  goods. 
The  Labrador  fishermen  are  in  general  shipped  or  hired  on  shares 


,  f. 


hi 


}f!' 


ri  ,     I 


582 


S.  Doc.  11*2. 


or,  as  they  call  it,  on  "half  their  hand,"  being  fully  found  by  the  plnriffr  I 
in  every  thing  necessary  to  prosecute  the  fishery  during  the  wrason,! 
This  is  also  the  case,  in  some  instances,  with  the  fishermen  engaged  fori 
carrying  on  the  shore  fishery  of  Newfoundland.  I 

The  following  return  of  the  vessels  equipped  for  the  seal  fishery  I 
from  the  port  of  St.  John  only,  and  the  number  of  seals  taken  by  tli«inj 
during  the  last  ten  years,  will  give  some  iilea  of  the  extent  and  value! 
of  this  branch  of  business  in  Newfoundland ; 


?m 


IT 


Year. 


1842 
1843 
1844 
1845 
1846 
1847 
1848 
1849 
1850 
1851, 


No.  of 
Tesaels. 


74 

106 

121 

126 

141 

95 

103 

58 

71 

92 


Aggregate  ton- 
nage. 


6,035 

9,625 

11088 

11,863 

13,165 

9,353 

10,046 

5,847 

6,728 

9,200 


Men. 


2,054 
3,177 
3,775 
3,895 
4,470 
3,215 
3,541 
2,170 
2,574 
3,480 


N».  of  iwniitvl 
koo. 


The  whole  outfit  for  the  seal  fishery  from  the  island  of  Newfouni 
land  in  the  spring  of  the  year  1851,  amounted  to  323  vessels,  with: 
aggregate  of  29,545  tons,  manned  by  11,377  men. 

The  average  take  of  seals  in  the  whole  of  Newfoundland  during  i 
last  seven  years,  is  estimated  at  500,000  per  annum. 

The  following  is  a  comparative  statement  of  the  quantity  nnd  valuj 
of  the  staple  articles  of  produce  exported  from  the  island  of  Newfouu 
land  in  the  years  1849  and  1850 : 


• 

1849. 

i8r<o. 

Articlea. 

Qu&ntitf. 

Vahie. 

Quantkjr. 

Tihie. 

Dried  fish,  .quintals 

Oils gallons 

Seal-skins No. 

Salmon tierces 

Herrings.,  .barrels 

1,175,167 

2,282,496 

306,072 

6,911 

11,471 

82,825,894 

1,025,901 

162,144 

51,912 

27,220 

1,089,182 

2,636,800 

440,828 

4,600 

19,556 

$9,55S2I 

1,487.« 

31S.1! 

44,Ii 

m 

I  PuniKfl 
ft.lld 
BruUl 


S    Doc.  112. 


5S3 


found  by  the  plnntfr  I    The  total  value  of  the  imports  and  exports  of  Newfoundland,  in  the 
y  during  the  tummM  years  1849,  1860,  and  1851,  was  as  follows: 
Bshermon  cngnged  fori 


I  for  the  «eal  fishery,! 
f  seals  taken  hv  tbtlnl 
the  extent  and  value! 


Men. 


2,054 

3,177 

3,776 

3,896 

4,470 

3,216 

3,641 

2,170 

2,674 

3,480 


1  No.  of  neili  u^l 
kon. 


232,423| 

482,(i!)( 

347,90i^ 

303,3631 

195,6'? 

334,4!} 

389,41 

2%M 

340,0*1 

382,0% 


he  island  of  Newfouni 
to  323  vessels,  with: 

len. 

ewfoundland  during  t 

nnum. 

f  the  quantity  nnd  v!il« 

the  island  ol'  Newfoua 


i8r<o. 


1,089,182 

9,636,800 

440,828 

4,600 

19,566 


$2,55S2i 
l,487,f 
31S.« 
44,1(( 
46,9 


Imports. 
Exports. 


1849. 


$3,700,912 
4,207,621 


1850. 


$4,103,116 
4,683,696 


1851. 


$4,609,291 
4,276,876 


The  extent  of  the  foreign  commerce  of  this  colony  is  manifested  by 
the  statements  which  follow,  showing  the  numbers,  tonnage,  and  men 
of  the  vessels  which   entered  and  cleared  at  Newfoundland   in   the 


years 


1860  and  1861. 


No.  1. — Vesseh  inward  and  outward  in  1850. 


Countries. 

Inward. 

Outward.         ' 

Number. 

Tons. 

Men. 

Number. 

Tons. 

Men. 

Europe: 

(irrWt  Rritain 

196 
13 

28,446 
1,516 

1,662 
102 

114 
4 

8 
2 

81 
76 

15,597 

664 

1,152 

259 

9,371 

9,427 

890 

Guerasey  and  Jersey 

nikrnlfAr       

28 
50 

T/iiiinn  IftlAllflfl     _    ........ 

14 

anjiin 

104 
81 
12 
30 
14 

14,701 

10,035 

2,002 

4,797 

1,795 

870 
602 
104 
252 
116 

eoi 

647 

Itjilv 

67 

1 
2 

542 
75 
41 
15 

1 

9,641 

89 

221 

35,536 

10,180 

3,770 

1,915 

118 

550 

7 

Mudeira     

14 

America: 

Britiih    North  American 

508 
30 

130 
66 

44,853 
4,189 

15,622 
9,022 

2,800 
260 
787 
631 

3,280 

Britiih  Weat  Indies 

United  States 

620 
241 

fimninb  WcHt  Indies 

111 

Daniiih  Wi'iit  Indipa 

7 

St.rierre ,. 

Bruils 

32 
4 

412 

838 

95 
50 

58 

11,055 

609 

Total 

1,220 

138,228 

'8,331 

1,087 

103,795 

7,868 

!l 


!,;;(, 

■^m- 


% 


■;.4l; 


;i 


5M; 


:?i-  1 


584 


S.  Doc.  112; 


No.  2. — Vettels  inward  and  outward  in  1851. 


Mi 


t  •. 


Coontriei. 


Inward. 


Outwtrd. 


Europe: 

Great  Britain 

Guernsey  and  Jersey 

Gibraltar 

Ionian  ialands 

Bpain 

Portugal 

Denmark 

Germany 

Italy 

France 

Madeira 

America: 

Bricigh  N.  American  col. 

Britiisli  West  Indies 

United  States 

Spanisli  West  Indies 

1>Bnisli  West  Indies 

8t.  Pierre 

Brazils 


Total. 


Nmnber. 


S12 
11 


105 
70 

6 
41 

4 


524 
29 

131 
39 


43 

7 


Tons. 


99,994 
1,352 


14,932 

8,825 

1,541 

6,822 

604 


47,450 
3,598 

16,481 
4,603 


675 

1,488 


1,222 


137,465 


Men. 


1,660 
95 


875 
548 

73 
348 

37 


2,911 
230 
869 
201 


90 
75 


8,012 


Number. 


148 

4 

11 


50 

68 
1 


50 


503 
70 
33 
18 

2 
51 

4 


Tuna. 


15,731 

664 

1,132 


5,789 

11,312 

107 


6,996 
"   "62 


55,162 

10,135 

3,569 

20,202 

388 

10,25Q 

71 


1,034 


141,578 


Men. 


m 

4-2 


432 

m 

7 


477 
4 


3,m 

6IJ3 
311 
130 

19 
568 

19 


7,356 


t#liPf -■;  : 


The  following  comparative  statement  shows  the  total  shijjping  of 
Newfoundland  inward  and  outward  in  1849,  1850,  and  1831 : 


1849. 

1850. 

1851. 

•    :                         li    ,• 

No. 

Tons. 

Men. 

No. 

Tons. 

Men. 

No. 

Tons. 

Men. 

Entered 

Cleared ........... 

1,156 
1,074 

132,388 
126,643 

8,060 
7,901 

1,220 
1,087 

138,228 
108,795 

8,331 

7,868 

14222 
1,034 

137,465 
141,578 

8,012 

i  'y.  U  ■ 


The  ships  built  in  Newfoundland  during  the  period  of  four  yeais, 
from  1846  to  1860  inclusive,  are  as  follows :  ... 


Years. 


In  1847 

In  1648 
In  1849 
In  1850 


Vessels. 


17 

854 

Id 

794 

ao 

1,053 

ao 

1,497 

Tods. 


1851. 


Outwtrd. 

ibor. 

Tuns. 

Mea. 

148 

15,731 

m 

4 

664 

a 

11 

1,132 

e: 

50 

5,789 

422 

68 

11,312 

Tii 

1 

lOT 

7 

50 

Dy  tlclu 

477 

1 

62 

4 

503 

55,162 

3,m 

70 

10,135 

m 

33 

3,569 

211 

18 

20,202 

130 

2 

388 

19 

51 

10,25Q 

568 

4 

71 

19 

,034       141,578 

7,356 

be  total  shipping  of 

»,  and  1851 : 

1851. 

!n. 

No. 

TOQR. 

Men. 

31 

14J22 

137,465 

8,01i! 

68 

1.034 

141,578 

7,356 

period  of  four  years, 


• 

TODB. 

854 

794 

1,055 

1,497 

S.  Doc.  112.  585 

The  population  of  Newfoundland,  by  the  last  census,  in  1846,  wns 
1 96,295  .souls.     On  the  ^n  of  Janunry,  1852,  the  popidation  wns  psti- 
Liited  at  125,000,  of   whom    30,000  were  engaged  directly  in  the 
gslierics.     In  1845  the  number  of  fishing  boats,  &c.,  was  as  follows : 

1  Boats  from  4  to  15  quintals 8,092 

Boats  from  1 5  to  80  quint;ils 1,026 

Boats  from-<JO  quintals  upwards 972 

.Numbt'r  of  cod  seines 879 

I  Number  of  sealing  nets 4,568 

The  value  of  the   annual  produce  of  the  colony  of  Newfoundland 
Im  thus  been  stated,  on  an  average  of  four  years,  ending  in  1849,  by 
I  the  British  colonial  authorities :  ■ 

949,169  quintals  of  fish  exported. $2,610,000 

4,010  tierces  of  salmon 60,500 

14,475  barrels  of  herrings 42,500 

608,446  seal-skins 254,000 

6,200  tons  of  seal-oil 850,000 

3,990  tons  of  cod-oil 525,000 

Fuel  and  skins 6,000 

Bait  annually  sold  to  the  French 59,750 

Value  of  agricultural  produce 1,01 1,770 

Fuel 300,000 

(janic — venison,  partridges,  and  wild  fowl 40,000 

Timber,  boards,  house-stuff,  staves,  hoops,  &c 250,000 

Fish,  fresh,  of  all  kinds,  used  by  inhabitants 125,000 

Fish,  salted do do 175,000 

Oil  consumed  by  inhabitants 42,500 

Total 6,352,020 

The  average  value  of  property  engaged  in  the  fisheries,  during  the 
I  same  period,  is  thus  stated: 

341  vessels,  engaged  in  the  seal  fishery $1,023,000 

80  vessels,  engaged  in  coasting  and  cod-fishery 80,000 

10,089  boats,  engaged  in  cod-fishery 756,675 

Stages,  fish-houses,  and  flakes 125,000 

4,568  nets,  of  all  descriptions 68,500 

879  cod  seines 1 10,000 

Vats  for  making  seal-oil 250,000 

Fishing  implements  and  casks  for  liver 150,000 

Total 2,563,175 


}('• 


If 


'  "-i- 


^|.i: 


586 


S.  Doc.  112. 


TRADE  BETWEEN  NEWFOUNDLAND  AND  THE  UNITED  STATES. 

The  following  statement  furnishes  a  full  account  of  the  quantity  am] 
value  of  the  staple  products  of  Newfoundland,  exported  fron:.  that  colony 
to  the  United  States  in  the  years  1849,  1860,  and  1851 :  ' 


3    • 


»l  '  I 


'    ''Ji    ^    ' 


.V 


.     ACI 


ri     i 


Articles. 


Quantity. 


Ush,  herrings barrels. . 

tongues  and  sounds do 

,        paplin do 

salmon do 

dried  cod quintals.. 

Hides number.. 

Oil,  seal tons  . . . 

cod do 

Skins,  seal number.. 


Total. 


1849. 


68G 

16 

29 

3,374 

21,428 

245 


22 


Value. 


Quantity. 


$1,690 

75 

60 

34,180 

56,935 

6U0 


2,220 


95,700 


1850. 


1,860 

37 

19 

l,19e 

14, 119 

1,431 

4 

29 


Value. 


$4,040 

45 

25 

19,055 

31,770 

3,445 

535 

4,355 


63,270 


1851. 


Quantity 


2,329 

46 

18 

4, 163 

15,431 

619 

1 

19 
750 


Value. 


15,510 

23!) 

2.) 

41,630 

38,495 

1,245 

15 

4,3:5 

m 


The  whole  of  the  foregoing  articles  were  exported  from  Newfound- 
land  to  the  United  States  in  British  vessels  only,  no  other  vessels  what- 1 
soever  being  employed  in  their  transport. 

The  character  and  extent  of  the  imports  into  Newfoundland  from  the  I 
United  States  is  shown  thus  : 

Return  of  the  quantity,  value,  rate,  and  amount  of  duty  paid  on  pmcipdl 
articles,  the  growth,  produce,  or  manufacture  of  the  United  Stota,  ia-l 
jtortcd  into  the  colony  of  Newfoundland,  during  the  year  ending  m 
January,  1853. 


Articles. 


Arrowroot 

Apothecaries'  ware 

Bacon  and  hams cwt. . 

Beef,  salted barrels. 

Beer  and  ale -do 

Blacking 

Bran qrs.. 

Bread cwt. . 

Bricks No. . 

Butter cwt.. 

Cabinet  ware 


Quantity. 


ISO 

2,098 

346 


29 
5,357  2 
524,703 
3,633  3 


Value. 


$2,370 
2,007 
1,980 

24,690 
1,906 


70 

25,923 

3,895 

43,987 

715 


Bate  of  duty. 


Tutaldun. 


5  per  cent. 

6  do 

6  do  . 
2s.  per  bbl. 
10  percent. 


5  per  cent. 
3d.  per  cwt. 
5  per  cent. 
2s.  per  cwt. 
10  percent. 


$11$ 

m 


UNITED  STATES. 

It  of  the  quantity  and 

jrted  from  that  colony 

1851 : 


ortefl  from  Newfound- 
,  no  other  vessels  what! 

>Iewfoundland  from  the 


S.  Doc.  112. 

STATEMENT— Continued. 


587 


Articka. 


Candles,  tallow,  .pounds. . 
Chorolate  a  nd  cocoa .  c wt . . 

Clocks  and  watches 

Cheese cwt.. 

Coffee do.. 

Coloring gallons , 

Confectionery 

Corn,  grain,  meal,  flour,  viz : 

Indian  corn qrs.. 

Indian  meal barrels. 

Flour do 

Oalmeal do — 

Peas qrs.. 

Oats do.. 

Cotton  manufactures 

Eardien  and  China  ware. . 

Feathers cwt. . 

Fish,  viz:  oj'sters -bushels. 

Fluid....-, 

Fruit,  viz: 

.\pples barrels . 

Raisins,  currants .  cwt , 

Oranges,lemons  .barrels . 

Preserves cwt. . 

Ginger,  preserved .  pounds . 

Glassware 

Grape  vines 

Hardware  and  cutlery 

Hats dozen  - 

Hay  and  straw tons-  - 

Hops bales . 

!  Iron  manufactures 

Juice,  lime  and  lemon- 

Lard cwt. . 

Lead do. . 

Leather  manufactures .  - . . 

Lime bushels. 

I  Musical  instruments 

^  Molasses gallons . 

I  Oakum cwt . 

Onions bushels . 

I  Perfumery 

Pickles  and  sauces 

\  Pilch  and  tar barrels . 


Qaantity. 


47,920 
23 


555  2 
682 
148 


2S4 

6,293 

87,410 

97 

36 

25 


24 
96 


1,493 

399  2 

251 

1  2 

14 


157 

10 
20 


25 
0  3  11 


515 


28,184 

196  2 

30 


V«lue. 


1814 


$5,600 

350 

1,620 

4,775 

8,325 

45 

153 

1,650 

24,318 

475,330 

500 

405 

100 

465 

36 

190 

100 

308 

3,785 

4,195 

760 

50 

10 

510 

15 

3,610 

397 

150 

610 

960 

5 

297 

16 

6,291 

98 

740 

7,045 

1,077 

21 

25 

40 

3,333 


Ratoofdntj. 


7i  per  cent. 
5s.  per  cwt . 
10  percent. 
53.  per  cwt. 


5  per  cent . . 
5       do       .. 

5  do 
6d.  per  bbl . . 
ls.6d.  perbbl 
6d.  per  bbl . . 
5  per  cent . . 
5  do 
5  do  .. 
5  do  .. 
5       do 


Fotul  duty. 


$420 

23 

163 

693 


a 

7 

82 

786 

32,778 

13 

20 

5 

23 

1 

9 


5       do 

ls.6d.perbbL 
5  per  cent . . 
5       do       . . 
5       do       . . 
5       do       .. 
5       do 
5       do 
5       do 
5       do       .. 
5       do 
5       do 
5       do       . . 
5       do       . . 
5       do       .- 
5       do 
5       do 
5       do       .- 
5       do 
l^d.  per  gall - 

5  percent 

Free 

5  per  cent-  ' 
5       do 
5       do       . 


15 

559 

209 

38 

3 


25 

1 

180 

19 
7 

30 

48 


14 
1 

314 

4 
37 

881 
53 


1 
2 

166 


Si! 


.:' 


^S8 


S.  Doc.  112. 

STATEMENT— Continued. 


Aitidea. 


Pork,  salted barrels. 

Potatoes     and     vegeta- 
bles  bushels . 

Uice cwt 

Uobes,  bufi'ulo ,.,,,,.... 

Uosin barrels. 

Salt tons.. 

Salairatus 

Slops 

Seeds , 

Sausages cwt 

Soap , do 

Spirits,  viz:  rum.. gallons. 

Stationery 

Straw  manufactures 

Stone,  grave. . , No 

Tea pounds . 

Tobacco,  viz: 

Leaf. , pounds. 

Manufactures do 

Cigars No 

Stems cwt 

Tobacco  pipes 

Tongues barrels. 

Turpentine,  spirits  of.  galls . 

Vinegar do. . 

Wine,  in  bottles do. . 

Wood,  viz: 

Staves  and  casks . .  pack . 

Timber , tons. . 

Board  and  plank,  .feet. . 

Wooden  ware 

Woollen  manufactures . . . . 


Total. 


Quantity. 


14,480 

745 

419  2 

CO 

1 

4 


20  1 

430 

6,1L>2 


1 
51,390 

3,358 

329,156 

64,050 

30 


1 
118 
5G3 

2 

4,472 
10,000 


Value 


$183,085 

785 

1,877 

300 

31 

55 

25 

845 

681 

85 

2,000 

3,655 

525 

35 

7 

14,618 

780 

54,535 

925 

75 

2 

12 

41 

122 

15 

3,950 

15 

100 

7,696 

11,736 


954,266 


Rate  of  duty. 


3s.  per  bbl.. 


Free 

6  per  cent 

5  do 

6  do 
6d. per  ton. 
5  per  cent 

5  do 
Free 

6  per  cent 
5       do 
9d.  per  gall 
5  per  cent 
5       do 

5       do 
3d.  per  lb. 

2d.    do    . 
2d.    do    . 
53.  per  M. 
2s.  per  cwt 
5  per  cent 
5       do 
5       do 
5       do 
3s.  per  gall 


6  per  cent 
Is.  6d.  per  ton 
2s.6d.perM 

5  per  cent. 

6  do       . 


Total  (liitj. 


SlO,860 


93 

15 

I 


1 

42 


4 

100 

1,147 

26 

1 


3,211 

139 
13,714 

3,87S 
15 


197 


3S4 


75,665 


An  examination  of  the  preceding  table  shows  that  the  principal 


iar- 


are  pre- 


tides  imported  into  Newfoundland  from  the  United  States 
cisely  those  which  give  greatest  employment  to  our  people. 

Tiie  value  of  salted  beef  imported  m  1851  was  $24,690;  of  broad, 
$25,923;  of  bricks,  $3,895;  of  butter,  $43,987;  of  cheese,  $4,775; of  | 
Indian  corn,  $1,650;  of  corn  meal,  $24,318;  of  wheat  flour,  $475,330; 
of  apples,  $3,785 ;  of  pitch  and  tar,  $3,333 ;  of  salted  pork,  $183,055; 


I.  perbbl...  $10,860 


S.  Doc.  112. 


589 


office,  Sl,877;  of  tobacco,  $54,535;  of  staves,  $3,950;  of  wooden 
wares,  S7,69G,  and  of  woollen  manufactures,  811,736. 

The  total  value  of  articles  imported  into  Newfoundland  in  1850, 
boing  of  the  growth,  produce,  or  manufacture  of  the  United  Slates, 
viis  S7C7,550;  the  value  of  such  articles  imported  in  1S51  was 
$054,206,  showing  an  increase  in  the  latter  year  of  8186,716. 

The  tJillowing  abstracts  of  the  trade  of  Newfoundland  show,  com- 
paratively, the  relation  which  the  trade  with  the  United  States  bore  to 
ijje  vhole  trade  of  the  island  with  all  countries  in  the  year  1851. 

The  first  abstract  which  ItiUows,  shows  the  number  and  tonnage  of 
tlie  vessels  entered  inward  in  the  colony  in  1851,  with  the  value  of 
tlie  goods  imported  in  such  vessels,  distinguishing  British  from  foreign: 


Countries  from  whence  entered. 


Earope— 

Great  Britain 

GuL'iTisey  and  Jersey 

Spain 

Portugal 

Deuuiark 

Germany 

Ituly 

1  Amerii'tt— 

linrisli  North  American  colonics 

BritiHli  West  Indies 

United  States 

I  Spanish  West  Indies — 

Cuba 

Porto  Rico 

I  Brazils 

I  St.  Peter's,  (French) 

Total 


Tesscls. 

No. 

Tons. 

312 

29,994 

11 

^.TSa 

105 

14,932 

70 

8,825 

8 

1,541 

41 

6,822 

4 

604 

524 

47,450 

29 

3,598 

131 

16,481 

27 

3,368 

12 

1,235 

7 

1,488 

43 

675 

1,224 

138,305 

Value  of  imports. 


liritish. 


fl,  410,365 
57, 155 


847,06(1 
86, 100 


2,400,580 


Foreign. 


#132,770 

561) 

62,620 

90,165 

80,810 

399,875 

1,970 

94,640 


998,735 

139,610 

53,300 

95 

l,450i 


TotaL 


91,543,035 
57.71.5 
62,620 
90, 165 
80,810 
399,875 
1,970 

939,700 

m,  100 

998,735 

139,610 

53,300 

95 

1,4.50 


2,054,600     4,455,180 


This  table  shows,  that  next  to  Great  Britain  and  the  nortliern  colo* 
Inies,  tlie  largest  amount  of  imports  into  Newfoundland  is  frou)  the 
lUiiited  States.  It  exceeded  the  importations  from  the  neighboring  col- 
lonies  last  year  by  $59,000,  and  amounted  to  nearly  one-half  of  all  iui- 
jportatious  from  every  foreign  country. 


Ui 


ii' 


w 


s  that  the  principal  ar- 
Jnited  States  are  pre- 
Dur  people, 
as  824,690;  of  broad, 
of  cheese,  $4,775;  of 
«rheat  flour,  $475,330; 
salted  pork,  $183,055; 


590 


&  Doc  112. 


slj 


1 


THb  succeeding  abstract  exhibits  the  number  and  tonnage  of  the 
vessels  cleared  outward  from  Newfoundland  in  1851,  with  the  value  of 
die  articles  exported  in  such  vessels,  distinguishing  British  from  ibreign: 


Couatries  for  which  cleared. 


Europe — 

(>rw«t  Bntoin 

Guernsey  and  Jersey 

Gibraltar , . . 

Spoin 

Portugal 

Denmark 

SicUy 

Italy 

Madeira 

America — 

British  North  American  colonies 

British  West  Indies 

United  States 

Spanish  West  Indiea — 

Cuba 

Porto  Rico 

West  IndioH,  (Danish) 

Brazils 

fit.  Peter's,  (French) 

Total '. 


Vessels. 


No. 


118 
4 

11 

50 

86 

1 

b 

50 

1 

503 
70 
33 


;i8 

2 

51 

4 


Tons. 


Valtto  of  exports. 


British. 


1,013 


15,731 

664 

1,132 

5,789 

11,312 

107 

582 

6,998 

62 

55, 162 

10, 135 

3,559 

20,202  j 

388! 

10,256' 

71 


$2,040,960 

22,260 

60,035 

273,810 

575, 300 

11,625 

31,:i80 

357,370 

2,490 

345,930 

340,0ft') 

99,720 


Foreign. 


$98,655 
680 


50,325 
21,920 


142, 176 


450,560 
230 


4,684,070 


16,920 
570 
250 


Total. 


$2, 


139,615 
23,140 
60,035 

273,810 

575,360 
11,C'25 
3],»!0 

357,:{?0 
2,490 

362,850 

340,665 

99,970 

50,325 
21,9 


430, 5«0 

'230 


117,275 


4,801,315 


From  the  preceding  statement  it  will  be  seen  that  the  exports  from 
Newfoundland  to  the  United  States  have  but  a  small  value,  as  com- 1 
pared  with  the  articles  imported  from  this  country.  For  the  staple 
products  of  Newfoundland  exported  to  Spain,  Portugal,  Italy,  and 
the  Brazils,  amounting,  in  the  whole,  to  $1,057,100,  that  colony  re- 
ceivos  a  considerable  proportion  of  its  payment  in  ready  money,  a 
large  share  of  which  finds  its  way  to  our  country  for  beef  and  pork, 
pitch  and  tar,  breadstuff's  and  tobacco.  The  balance  of  trade  being 
so  largely  against  Newfoundland,  in  its  dealings  with  us,  creates 
much  difficulty  in  that  colony,  and  Ibrces  it  to  deal  more  extensively 
with  European  countries  which  purchase  its  products,  than  it  would  do 
if  the  trade  with  us  were  more  nearly  upon  an  equality. 

In  1850  the  number  of  vessels  which  cleared  from   the  colony  of  I 
Nevvfoundlnnd  was  1,102,  of  the  burden  of  129,832  tons.     The  total  f 
value  of  the  various  articles  exported  in  these  vessels  is  thus  stated; 
British,  $4,761,200;  foreign,  $117,590;  total,  $4,878,850. 

The  total  value  of  exports  in  1851  being  $4,445,180  only,  shows  a  I 
decrease  tiom  the  preceding  year  of  $433,670. 

The  value  of  imports  at  Newfoundland  in  1850  was  $4,336,5S5, 
and  in  1851  was  $4,455,180,  being  an  increase  in  the  value  of  goods  I 
imported  in  the  latter  year  of  $108,595.     There  was,  therefore,  an  in-  j 
creased  importation,  with  diminished  exports,  during  the  past  season, in 
Newfoundland. 


and  tonnage  of  the 
51,  with  the  value  of 
British  from  foreign: 


(  exports. 


Foreign. 


Total. 


960  $98,655 


260 
035. 
,810. 
,300  . 
,625  . 

,;m. 

,370 
,490 

,930 
1, 095 
1,720 

1,325 
1,920 


880 


16,920 
570 
850 


),560 
230 


«2, 139,615 
23,140 

00,035  I 

273,810 

575,360 

11,025 

31,»<0 

357,:{J0 

2,490 

362,  »50 

340,665 

99,970 

50,325 
21,920 


,,070   117,275 


45O,5t;0 
230 


4,801,^15 


I  that  the  exports  from 
L  small  value,  as  com- 
mtry.  For  the  staple 
Portugal,  Italy,  and 
7,100,  that  colony  re- 
It  in  ready  money,  a  | 
ry  for  beef  and  pork, 
alance  of  trade  being 
ings  with  us,  creates 
deal  more  extensively 
lucts,  than  it  would  do  | 

Buidity. 
from   the  colony  of  I 
,832  tons.     The  total  | 
essels  is  thus  stated: 
878,850. 
445,180  only,  shows  a  I 

1850  was  $4,336,5S5, 
in  the  value  of  goods 
;  was,  therefore,  au  in-  ] 
ringtlie  past  season,  in 


S.  Doc.   112.  591 

VALUE  OF  THE  LABRADOR  TRADE  AND  FISHERIES. 

The  exports  trom  Labrador  are  cod,  herring,  pickled  salmon,  fresh 
salmon,  (preserved  in  tin  cases,)  seal-skins,  cod  and  seal-oil,  furs,  and 
feathers. 

No  accurate  account  of  the  value  of  the  exports  of  Labrador  can  be 
furnisiied,  because  there  are  no  custom-houses  or  public  officers  of  any 
description  on  that  wild  and  barren  coast;  but  the  following  estimate 
is  given  as  an  approximation  to  the  annual  value  of  the  exports.  It  has 
been  carefully  made  up  from  the  best  and  most  perfect  information  that 
I  can  be  obtained: 

In  American  vessels $480,000 

In  Nova  Scotia  vessels 480,000 

In  Canadian do 144,000 

In  vessels  owned  or  chartered  by  English  and  Jersey 

houses  having  establishments  on  the  coast 480,000 

lu  vessels  owned  or  chartered  by  the  people  of  New- 
foundland    1,200,000 

Total *2.784,000 

The  number  of  fishermen  employed  on  the  Labrador  coast  every 
[season  is  from  ten  to  fifteen  thousand. 

The  salmon  fisheries  average,  annually,  about  thirty  thousand 
[tierces,  not  more  than  two  hundred  tierces  of  which  find  their  Way  to 
I  Newfoundland.  The  salmon  exported  from  Newlbundland  are  al- 
Iniost  exclusively  the  catch  of  that  island. 

The  herring  fishery  at  Labrador  is  carried  on  by  fishermen  from 
[Nova  Scotia,  Canada,  Newfoundland,  and  the  United  States,  and  are 
Ishipned  directly  from  the  coast  to  a  market. 

Of  the  seal-oil,  seal-skins,  furs,  and  feathers,  a  very  small  share  finds 
jits  way  to  Newfoundland.     Merchants  and  traders  on  the  coast  buy 
Itliem  in  exchange  tor  their  goods,  being  less  bulky  and  more  valuable 
Ilhan  fish.    The  trading  vessels  do  not  buy  many  cod  on  the  coast, 
preferring  the  other  commodities  named. 
Since  the  treaty  of  Paris,  in  1814,  the  Labrador  fishery  has  in- 
Tcased  more  than  six-fold,  in  consequence  of  the  fishermen  of  New- 
foundland being  forced  by  French  competition  from  the  fishery  on  the 
Irand  Bunk,  and  also  driven  from  the  fishing  grounds,  now  occupied 
klmost  exclusively  by  the  French,  between  Cape  Ray  and  Cape  St. 
tfohn. 

The  imports  of  Labrador  have  been  estimated  by  the  authorities  of 
•Newfoundland  as  of  the  value  of  $600,000  per  annum. 

THE  PORT  OF   ST.  JOHN,  NEWFOUNDLAND. 

The  chief  town  in  Newfoundland  is  its  capitid  and  principal  sea- 
ort,  St.  John,  in  latitude  47°  34'  north,  longitude  52°  43'  west. 
I  It  is  the  most  eastern  haibor  in  North  America,  only  1,6G5  miles 
listant  from  Galway,  on  the  west  coast  of  Ireland,  being  the  shortest 

*  The  total  exports  are  by  some  persous  eetimatod  at  f  4,000,000. 


692 


S.  Doc.   112. 


'i   . 

I..' 


possible  (listnnco  brtwpcn  tlie  continents  of  Europe  nnd  Atnerica.  .^, 
It  lies  directly  in  the  track  of  the  Atlantic  steamers  between  the  Uiiitcl 
States  and  Europe,  public  attention  has  naturnlly  been  direcU-d  towards 
its  harbor  as  a  position  of  prominent  and  strikinu;  im|X}rtance  on  ih'n 
side  the  Atlantic.  It  theretbrc  deserves  something  more  than  a  pass- 
ing  notice. 

It  has  recently  been  proposed  that  St.  John  should  be  estiiblishcd 
ns  a  port  of  call  for  at  least  one  line  of  Allantic  steamers,  and  tiiiU  thu 
intelligence  brought  by  this  line  from  the  Old  World  should  be  tlicuce 
transmitted  by  telegraph  to  the  whole  of  North  America. 

The  route  for  the  line  of  the  proposed  telegraph  from  St.  Jolm  lo  I 
Cape  Ray,  the  southwestern  extremity  of  Newfoundland,  was  explored 
during  the  latter  part  of  the  season  of  1851,  in  a  very  energetic 
and  successful  manner,  by  Mr.  Gisbornc ;  and  it  was  found,  that  be- 
yond the  question  of  expense,  there  were  no  unusual  obstacles  to  pro- 
vent  the  construction  of  the  line.  From  Cape  Ray  to  Cape  North,  at  I 
the  northeastern  extremity  of  Cape  Breton,  the  distance  is  forty-eif»|it 
miles,  across  the  great  entrance  to  the  Gulf  of  St.  Lawrence.  It  is 
proposed  that  telegraphic  communication  shall  be  maintained  across 
this  passage  by  a  submarine  cable,  similar  to  that  now  successfullv  in 
operation  Ijetwcen  England  and  France.  From  Cape  Nortii  to  the 
town  of  Sydney,  in  Cape  Breton,  the  distance  is  but  short ;,  tnd  Syd- 
ney already  communicates  by  telegraph  with  every  place  in  America 
to  which  the  wires  are  extended. 

Another  proposition  is  to  carry  the  submarine  cable  at  once  from  I 
Cape  Ray  to  the  east  cape  of  Prince  Edward  island  ;  then  travcr.^g 
a  portion  of  that  island,  to  pass  across  the  straits  of  Northumberland 
into  New  Brunswick,  there  to  connect  at  the  first  convenient  station  | 
with  all  the  telegraph  lines  in  North  America. 

It  is  alleged  that  a  fast  ste.'i  mi  r,  having  on  board  only  the  small  I 
quantity  of  coals  which  so  short  a  trip  would  require,  might  cross  the 
Atlantic  from  Galway  to  St.  John  in  five  days;  and,  if  so,  infonnatinn 
ffom  all  parts  of  Europe  could  be  disseminated  over  the  whole  of  our 
Union,  even  to  the  Pacific — from  Moscow  to  San  Francisco— within | 
six  days. 

The  naroor  ot"  St.  John  is  one  of  the  ticst  in  all  Newfoundland,  wlicrel 
g(x>d  htirbors  abound.    It  is  formed  between  two  mountains,  the  castprn 
points  of  which  have  an  entrance  called  "the  Narrows." 

From  the  circumstance  of  this  harbor  b(.'ing  only  accessible  by  one! 
large  ship  at  a  time,  and  from  the  numerous  batteries  and  fortifii'iitidiiJ 
erected  tor  its  protection,  St.  John  is  a  place  of  verj'  coiisiderab 
strength.  There  are  about  twelve  fathoms  water  in  mid-channel  oi'tli« I 
entrance,  which,  although  but  one  hundred  fathoms  wide,  is  only « I 
hundred  fathoms  long;  and,  when  the  Narrows  are  passed,  the  huiborl 
trends  off  lo  the  southwest,  afibrding  ample  space  for  shipping,  will [ 
good  anchorage,  in  perfect  shelter. 

Some  very  interesting  testimony  was  taken  before  the  Legislative! 
Assembly  of  Newfoundland  in  isio,  with  reference  to  the  advantagen 
of  St.  John  as  a  port  of  call  for  Atlantic  steamers.  Among  oilicrl 
witnesses  who  were  examined  was  Captain  John  Cousins,  anoldanil| 
respectable  shipmaster,  who  stated  as  loilows: 


S.  Doc.  112. 


««I  am  fi  mastcr-mnriner,  and  I  have  boon  engaged  in  tl 
four  yciirs.  I  have  arrived  at  Newfoundland  iram  Cogland  iVflMlil^i^ 
countries  during  each  month  in  the  year.  The'^iM|oC^w£uriillftnd, 
from  Conception  bay  to  Cape  Race,  is  a  fine,  boffthore  ;  &ie  is  not 
a  rock  or  ^hoal  to  take  up  a  vessel  in  making  ilje  land.  Theimfbor  of 
.<t.  J(»lin  is  safe  and  commodious;  it  is  as  fine  a  harbor  ns  .-inv-  in  the 
colony:  th(^  water  is  deep  enough  t()r  a  linc-ol-battle  ship.  Tmrcarem 
f.rct'pt'Mc  tides.  The  light-house  on  Cap(!  Spear  afliirds  a  tine  li^^M, 
which  ciMi  be  seen  upwards  of  twenty  miles  at  sea.  There  is  u  goodl 
harbor  light,  also. 

"The  northern  ice  along  the  eastern  side  of  Newfoundland  is  gene- 
rally to  he  f()nnd  in  greatest  quantities  during  tin;  months  of  March  and 
April.  The  ice  in  April  is  softer,  more  honey-combed,  than  in  March ; 
by  April,  tlic  great  bo(hr  of  field-ice  has  generally  passed  to  the  south- 
ward, and  is  il)und  as  far  as  the  bank  ofFCapc  Race.  I  have,  as  mas- 
ter, nrulc  several  voyages  to  Nova  Scotia,  the  coast  of  which  is  a  very 
dangerous  one,  from  the  shoals  thtit  lie  off  it  at  a  considerable  dis- 
I  taiice. 

"  Fogs  prevail  along  the  coast  of  Newfoundland  and  Nova  Scotia  chiefly 
[diiringlhc  months  of  May,  June,  and  July  ;  they  are  thickest  on  the 
Banks.  Those  that  are  acquainted  with  the  navigation  of  Newfound- 
land boldly  run  through  the  fog  for  the  land,  and  find  the  atmosphere 
clear  within  a  mile,  or  a  mile  and  a  half,  of  this  shore ;  and  the  safety 
and  boldness  of  our  coast  permit  the  running  close  inshore  with  im- 
Ipunily. 

'Ijetweon  St,  John  and  Cape  Race,*  a  distance  of  about  fifly 
I  miles,  there  are  seven  harbors,  into  which  vessels  of  any  size  could 
lenter  easily  and  lie  safely.  A  straight  line  from  Liverpool  to  Halifax 
Iwoukl  cut  St.  John  harbor.  From  St.  John  to  Cape  Clear  is  1,700' 
Iniiles,  or  thereabouts." 

In  a  representation  made  very  recently  by  the  people  of  St.  John 
[to  the  iiu[jerial  government,  it  is  set  forth  that  the  geographical  position. 

St.  John  as  the  most  eastern  land  on  the  American  side  of  the  At- 
lantic, .situated  on  a  promontory  directly  in  the  route  between  the  other 
|»orlli  Auierican  provinces  and  the  United  Kingdom,  and  distant  from 
Ireland  1,6G5  miles  only,  obviously  points  it  out  as  a  port  of  call  for 
Ulantic  riteamers.     That  in  addition  to  its  favorable  position,  the  har- 
bor of  St.  John  possesses  the  advantages  of  being  capacious  yet  land- 
ocked ;  of  having  a  depth  of  water  and  absence  of  tides  which  enable 
he  largest  ships  that  float  to  enter  and  leave  it  at  all  hours ;  of  being 
lasy  of  access  and  free  from  shoals  or  hidden  dangers,  as  none  exist 
llong  the  line  of  bold  coast  between  Cape  St.  Francis  and  Cape  Race,. 

I  *A  beaeon  has  recently  lieen  erected  on  Cnpe  Race,  on  the  southern  coast  of  Newfirtindland, 
f  thi'  impeiiiil  government.  The  total  height  of  the  beacon  is  65  feet.  It  stands  on  the  rising 
tomid,  14)  feet  high,  immediately  behind  Capo  Race  rock  ;  so  that  the  top  of  the  beacon  is 
I  iiu  elt'vatitiu  of  5i05  feet  above  the  level  of  the  sea.  It  is  of  hexagonal  shape,  22  feek 
idiami'ter  at  the  base,  and  11  feet  on  each  face.  It  tapers  upwards  to  a  height  of  56  feet, 
pere  its  (lianietor  is  btit  2  feet  9  inches,  and  is  then  surmounted  by  a  skeleton  boll  9  feet  ia 
Bmetei— muliiug  the  total  height  65  feet.  The  faces  of  the  beacon  are  painted  alternately 
Bite  and  nnl,  and  tlie  ball  at  the  top  red.  The  Cape  Pine  light-house  is  also  painted  white 
^(1  red,  but  in  hoilzontal  alternate  stripes ;  whereas,  Cape  Race  beacon  is  painted  in  vertical 
eraatc  stripes.  .     ..    •       .  ...j   W 

39 


^■*r  i 


r 


594 


S.  Doc.  112. 


m 


i.vl 


I 

f    ; 

1  i 


il 


which  may  everywhere  be  iipproaclicd  with  siifily.  It  i«,  ili"rcff.rrj 
said  to  he  miinitb«t  that  the  |M)it  of  St.  John  jirertcnts  tiuiliti(sai„| 
conveniences  for  steamers  w huh  cannot  he  surjuiHstd  in  any  jM>rtin 
the  world.  There  is  said  to  he  Icfs  fog  on  the  coast  o»'  this  |»;irt„j, 
Newfoundhmd  than  ^n  the  Athintic  const  of  Nova  Scotiii;  iind  oM 
times  when  the  fog  is  thick  on  tlie  Bunks  of  Newfbuiidlund,  tliis  coast  J 
^  free  ffbin  it. 

*^     A  good  land  fall  is  of  great  value  to  the  navigntor,  and  it  is  asscni 

that  none  better  can  be  found  for  trans-Atluntic  stciinu-rs  tlian  ^ 

John,  ns  the   royal   mail  steamers  fcjr  Halifax   usually  endciivnr  ti| 

make  the  land  about  thirty  miles  to  the  southward  of  Hi.  .John.    IIiu,  J 

it  is  aigued  that  their  call  at  Bt.  John  would  detract  nothing  fromiy 

safety,  nnd  but  little  from  their  despatch.  1 

All  history  and  experience  prove  that  the  necessities  of  commcrrJ 

seek  out  the  nearest  and  shortest  routes  for  travel  and  business.    CiiLij 

and  Dover  have  been  the  points  of  embarkation  between  Englind  anl 

the  continent  of  Europe  ever  since  the  invasion  of  Britain  by  Caj 

and  for  the  sole  reason  that  they  are  the  nearest  points  between  ilj 

island  of  Great  Britain  and  the  continent.     Where  Cajsar  crossed  i 

straits  of  Dover,  the  submarine  telegraph  now  transmits  imtlligon 

from  every  portion  of  Europe,  on  its  way  to  North  America.    A  glari(< 

at  the  map  of  the  world  shows  that  in  all  time  past,  the  points  of  islam 

or  continents  which  approach  the  nearest  have  become  the  highwaJ 

of  their  intercourse  and  commerce.     Cape  Surium  was  lh(>  pjliitJ 

concentration  for  the  trade  of  Greece,  because  it  was  the  nearest  |/oiJ 

•    to  Egypt.    The  Appian  Way  was  extended  from  Capua  to  BrundusioJ 

.   on  the  Adriatic  gulf,  because  that  was  the  nearest  good  harbor,  nei 

the  narrowest  part  of  the  Adriatic  sea,  in  the  most  direct  line  I'm 

Rome  to  Constantinople.     In  modern  times,  that  most  wonderful  aij 

costly  work,  the  Britannia  tubular  bridge  across  the  Menai  strait,  t 

been  erected  at  vast  expense,  simply  because  it  is  in  the  most  dire 

'   line  from  London  to  Dublin  and  Ireland. 

Under  the  impulse  given  to  communication  between  Europe; 
America  bj'^  the  fast  ocean  steamers  now  traversing  the  Atlantic  \ 
speed  and  certainty,  and  the  quickening  influence  of  the  electric  t 
graph,  spreading  its  network  of  wires  over  the  length  and  breadikj 
the  continent  for  the  instant  communication  of  intelligence,  it  is  butiJ 
sonable  to  believe  that  the  nearest  points  between  the  continenuj 
Europe  and  America — between  the  west  coast  of  Ireland  and  theejT 
emmost  point  of  Newfoundland — will  be  established  as  the  liigb 
for  communication  between  this  country  and  Europe,  to  insure! 
transmission  of  intelligence  in  the  shortest  possible  space.    Natureij 
pears  to  have  decreed  this;  and  it  only  remains  for  man  tocarr)( 
in  the  most  advantageous  manner,  what  has  been  thus  decreed. 

The  legislature  of  Newfoundland  appears  to  be  fully  alive  toj 
importance  of  the  geographical  position  of  the  harbor  of  St.  i^ 
and  firmly  impressed  with  the  belief  that,  by  means  of  steam  coni 
nication  with  Ireland,  it  must  be  the  point  from  which,  without  disp 
the  earliest  and  latest  intelligence  will  be  transmitted  between  En 
and  America.  Influenced  by  this  impression,  it  has  made  liberal  o 
to  parties  who  will  undertake  to  make  St.  John  a  port  of  call | 


S.  Doc.  112.  695 

trann  Atlnntlc  itrnmorfi,  nnd  will  establish  a  lino  of  electric  telegraph 
trom  tluiice  IoCii|hj  Hretjui,  wilhiii  a  given  period.  Bt'8ide«  other  ad- 
vaiitiig'."'.  it  h»H  v()tc<l  to  piiy  a  honns  of  $7,000  for  each  «»ne  hundred 
niiles  of  Itlcgraph  line,  and  SI 2,000  per  iinnum  for  five  years  to  a  lino 
of  ttouners,  calling  twice  each  month  at  the  ])ort  uf  tSt.  John. 

IJflHT-IloUSES  ON  THE  EASTBKN  COAST  OF  NEWFOUNDLAND.  *.- 

Tliest'  light-hoiisofl  are  said  to  be  as  good  as  any  in  the  world,  and 
arc  thus  described: 

At  C!i{»e  IJonavista  there  is  a  powerful  light,  revolving  every  two 
miniiK's,  red  and  white  alternately;  eleviition,  one  hundred  nnd  fill j 
iVet  above  the" sea;  seen  at  a  distance  of  thirty  miles.  This  light  is  in 
longitude  ri2°  8'  wcfst,  latitude  48°  42'  north. 

At  Cape  Spear,  distant  from  Cape  Bonavista  seventy-three  miles, 
there  is  u  powerful  revolving  light,  showing  a  brilliant  llii'sli  at  intervals 
of  one  minut(!;  (elevation,  two  hundred  aial  seventy-five  leet  above  tho 
Uea;  seen  in  all  directions  seaward  at  the  distance  of  thirty  miles.     In 
llofifjitude  52°  37'  G"  west;  latiuide  47°  30'  20"  north. 

At  Cape  Race  is  fixed  a  beacon-tower,  in  longitude  62°  69'  west, 
llatitudc  40°  40'  north;  distant  from  Cape  Spear  fifty-six  miles.  This 
I  beacon-tower  is  hexagonal,  pmnted  in  vertical  stripes,  red  and  white 
lalternutely.  It  has  a  skeleton  ball  at  the  top,  painted  red;  its  height 
lis  sixty-five  feet,  and  it  stands  on  ground  one  hundred  and  forty  feet 
I  above  the  level  of  the  sea. 

At  Cape  Pine,  distant  fromCape  Race  thirty-two  miles,  is  a  powerful 
Irevolviiig  light,  three  times  a  miliute;  its  elevation  above  the  sea  is 
Ithree  hundred  and  two  feet,  and  it  can  be  seen  from  all  points  to  sea- 
Ivurd  fit  the  distance  of  thirty  miles.  Longitude  63°  32'  12"  west; 
llatitudc  40°  37'  12"  north. 

In  addition  to  these  lights,  there  is  a  good  fixed  light  at  the  entrance 

lof  the  harbor  of  St.  John,  on  the  southern  head,  in  longitude  62°  40' 

|60"  west,  and  Intitude  47°  33'  60"  north.     In  foggy  weather  a  heavy 

eigliteen-pound  gun  is  fired  by  day  every  half  hour,  thus  enabling  ves- 

beis  to  run  at  nil  times  tor  the  Narrows,  the  water  being  deep  and  the 

kliore  bold.     The  greatest  distance  between  any  two  lights  on  this 

Ipoast  is  cighty-tiight  miles ;  and  as  each  light  can  be  seen  thirty  miles 

In  clear  weather,  there  would  be  but  twenty-eight  miles  to  run  without 

ecing  a  light. 

The  cost  of  the  best  coals  for  steam  purposes,  at  the  port  of  St. 
|lohn,  is  as  follows : 

uonls  from  Sydney,  Cape  Breton $4  90  per  ton. 

Doals  iiom  Pictou,  Nova  Scotia 4  60      do. 

[loals  from  Troon  and  Ardrossan,  Scotland 4  96      do. 

The  duty  on  coals  at  Newfoundland  is  30  cents  per  chaldron,  equal 
i  25  cents  per  ton,  which  is  included  in  the  above  rates. 
The  trade  and  commerce  of  the  port  of  St.  John  is  very  considera- 
|le,  as  will  be  seen  by  the  various  statements  which  follow. 


W'  i 


♦!       ! 


m 


m:' 


i 


im 


S.  Doc.  lie. 


In  the  years  1850  and  1851  the  number  of  vessels  which  entered 
inward  at  the  port  of  St.  John,  Newfoundland,  was  as  IbUowg : 


Countriea  from  which  Tesaela 
entorod. 


-i 


Europe : 

Great  Britam 

Guernsey  and  Jersey 

Spain 

Portugal 

Denmark 

Germany 

Italy 

America: 

Bricish  N.  American  colonies 

British  West  Indies 

United  States 

Spanish  West  Indies 

Brazils 


Total. 


1850. 


No.  of 

vessels. 


131 
3 

65 
46 
5 
25 
12 

380 
26 

105 

64 

3 


865 


Tonnage. 


20,281 
221 

8,817 
5,533 
808 
4,108 
1,539 

36,552 
3,527. 

12,978 

8,7^ 

657 


103,817 


Mni. 


1,121 

14 

521 

330 

41 

211 


2,192 

218 

729 

612 

36 


6,120 


1851. 


No,  of 

vessels. 


138 
4 

60 

46 

4 

37 

3 

377 

26 

09 

38 

4 


842 


Toniuge, 


81,114 

;iM5 

0,0X1 
5,515 

853 
6,i«l 

420 

37,773 
3,144 

12,5r.!i 

4,512 

872 


Hea. 


l,l«j 


2,1^ 


103,  OiG 


6,771 


The  number  of  vessels  which  cleared  from  St.  John  in  the  sa 
years  was  as  follows  : 


Countries  from  vhich  Tessels 
cleared. 


Europe : 

Great  Britain 

Gibraltar 

Ionian  islands 

Spun 

Portugal..... 

Denmark 

Italy 

Sicily 

Madeira 

France 

America : 

British  N.  American  colonies 

British  West  Indies 

I   United  States 

Spanish  West  Indies 

Danish  West  Indies 

St.  Pierre 

Brazils 


Total. 


1850. 


No.  of 
vessels. 


78 

6 

1 

58 

31 


46 
2 
2 
1 

389 
62 
31 
15 
1 
1 
42 


766 


Tonnage. 


11,173 

809 

104 

7,005 

3,750 


6,366 
352 
221 


42,517 
8,429 
2,971 
1,915 
118 
95 
8,149 


94,063 


Men. 


623 

47 

6 

641 

235 


398 

13 

14 

7 

2,478 
514 
194 
111 
7 
5 
445 


5,038 


1851. 


No.  of 

VONSCls. 


34 

67 

1 

31 
1 
1 


343 

61 

27 

17 

2 


38 


703 


Tonnage, 


11,148 
733 


4,01)7 

7,:m 

]')7 

3,042 

147 


41,808 

2,099 
388 


Ma. 


7,m 


91,191 


▼eBsels  which  entered 
was  as  ibUows : 

1851. 


138 

4 

66 

46 

4 

37 

3 


21,114 

o,o:v> 

5,515 
853 

6,'2MI 
420 


377 

37,773 

< 

2,H 

26 

3,144 

li 

09 

12,5r.li 

U 

38 

4,512 

1 

4 

872 

5 

842 

103,  OiO 

.. 

tn  St.  John  in  the  sa 


1851. 


No,  of 


82 


Tonnago. 


11,148 


Men, 


8| 

TM 

( 

34 
)            67 
1 
i          31 
}            1 
1            1 

7 

4,01/7 

7,;K)f) 

l'>7 

3,642 

147 

02 

J 
i 

i          343 
1            61 
1            27 
1            17 

7             2 

41,fiiW 
8,71H 
2,H)r. 

2,  m 

ji 
11 
li 
1 

5           38 

7,8W 

1 

8         703 

91,191 

iM 

S.  Doci.  112, 


imt 


fit  furnishing  an  insight  into  the  general  character  of  the  trade  and 
Liness  not  onfy  of  the  port  of  St.  John,  but  of  Newfoundland  generally, 
L  ibllowing  statements  of  imports  and  exports  at  that  port  are  here 
liiibmitted. 

The  first  is  a  statement  of  the  quantities  of  each  description  of  im- 
at  the  port  of  St.  Joha  in  1850  and  1851,  with  its  increase  or 
Becrease.  '   •  '      '  -^  "•    ■' 


ArticlM. 


or 

itffl-meal 
M 


iraiMgar 

toffee 

ifactured  tobacco . 


tuiUei. 


pitch  and  tar ,. 

foUtoei 

M 

nber 

bxeiudcowi 


Weight  or 
mewura. 


1850. 


..  -cwt. ... 
..barrels.. 

....do 

. . . .  do. . . . 

do.... 

.. .cwt. ... 
puncheons 

do 

..  .cwt. . .. 
....do.... 


...do 

.pounds.. 
.  boxes  . . 

...do 

..tons ... 
...do.... 
.barrels.. 

do 

.bushels  . 
• . .  Al  •  •  • . 


58,556 
83,488 

9,716 
19,253 

2,410 

12,056 

901 

9,856 

17,571 

888 

1,890 

254,404 

12,163 

4,598 
19,948 
18,025 

3,240 

6,726 
24,225 

3,778 

2,718 

3,541 


1851. 


80,143 
106,084 

3,869 
13,309 

2,522 

13,370 

722 

7,313 
23,035 

1,926 

3,087, 

359,334 

11,707 

3,159 
22,570 
16,613 

3,029 
10,856 
34,449 

4,263 

2,562 

2,836 


Increase. 


Decrease. 


21,587 
23,596 


112 
1,314 


5,465 

1,038 

1,197 

104,930 


2,622 


4,130 
10,224 


5,847 
5,944 


2,543 


454 
1,439 


1,412 
211 


156 
708 


It 


I  ' 


.■If; 


5^8 


S.  Doc.  112. 


The  following  statement  exhibits  the  quantities  of  the  various  de- 
scriptions  of  goods  exported  from  the  port  of  St.  John  in  the  same  years, 
1850  and  1851 : 


^ 


HP 

Hn 

v^m 

^H^n'li 

|HmKI>~/!v. 

m^iW' 

i&m 

^^M:''^'' 

Hk4 

ArtiolM. 


Dried  fiah: 

To   Portugal 

T«.        Spain 

*        Italy 

f       British  West  Indies 

Brazil 

British  America 

England 

Scotland 

Ireland 

Other  ports 

Seal  and  whale  oil 

Cod  oil 

Blubber 

Seal  skins : 

To   United  Kingdom  ., 

"'  United  States  and  British 

America 

Salmon 

Herrings 


Weight  or 
measure. 


qdntals 
...do.... 
...do — 

...do 

...do 

...do.... 
...do.... 
...do.... 
...do.... 
...  do ... . 
.  .tuns . . 
...do — 
...do — 


number  . 


.  ..do.. . 
.tierces, 
.barrels. 


1850. 


85,243 

123,040 

114,665 

117,750 

108,684 

25,391 

6,990 

5,025 

7,635 

69,258 

4,868 

8,447 

578 

339,075 

1,000 
1,950 
8,457 


1851. 


160,905 

70, 113 

68,533 

116,731 

114,757 

11,389 

7,425 

2,623 

7,272 

69,523 

5,411 

2,273 

265 

381,333 

750 

3,129 

14,079. 


Increase. 


76,562 


6,073 


435 


265 
643 


42,258 


1,179 
5,622 


DeereiN, 


52,937 

46,139 

1.0, 


14,  (KS 


2,402 1 
363 


174 
313 


» 


1     I 

1 

I,' 


i  -f 


In  addition  to  the  quantity  of  cod  mentioned  above  as  having  been 
exported  during  the  year  1851,  there  were  in  store  at  St.  John  on  the 
20th  January,  1862,  no  less  than  181,000  quintals  ready  for  exporta- 
tion the  coming  spring. 

The  value  of  the  imports  into  the  port  of  St.  John  from  the  United  | 
States   during  the  year   1851   was  as   follows:   In   British  vessels, 
$660,685;  in  American  vessels,  $75,650;  total  value  of  imports  from  I 
the  United  States  in  1851,  $736,336. 


S.  Doc.  112. 


h' 


599 


es  of  the  various  de- 
)hn  in  the  same  years, 


51. 

Increase. 

DecreMe. 

• 

^,905 
0,113 
8,533 
6,731 
4,757 
1,389 
7,425 
2,623 
7,272 
19,523 
5,411 
2,273 
265 

31,333 

750 

3,129 

14,079. 

76,562 

'52,'9^ 

46,130 

1.019 

""u,m 
km 

363 

m 

313 

6,073 

435 

265 
643 

42,258 

2SS 

1,179 
5,622 

above  as  having  been 
tore  at  St.  John  on  the  I 
itals  ready  for  exporta* 

t.  John  from  the  United 
^s:  In  British  vessels, 
1  value  of  imports  iron 


The  following  statement  comprises  an  account  of  the  various  descrip- 
Itions  of  articles  imported  into  the  port  of  St.  John  from  Canada  in  the 
Ivears  1850  and  1861,  with  the  quantity  and  value  of  each  article: 


Deflcription  of  article!. 


I  Ale  »nd  porter barrels — 

■  barrels 

I  Bacon  and  hams cwt 

Barley bushels  .. 

I  )jtef barrels 

Bread cwt 

Bricks number.. 

Bntter cwt 

Candles pounds.  . 

Carriages number . . 

Clwks '■ 

Indian  com bushels  . .. 

Flour barrels... 

Furniture 

Horses 

Indian  meal barrels — 

Lard pounds  .  . 

Laths number.. 

Lumber feet 

Malt. 


Oatmeal barrels — 

Oats bushels  .. 

Pease barrels — 

Pork barrels 

Potatoes  nud  turnips barrels  — 

I  Shingles thousands 

pounds  .  . 

t  Timber tons 

Tobacco pounds  . . 

1  Undefined  spirits gallons  — 

I  Vinegar gallons — 

Wine gallons 

;  Onions barrels. . . 

!  Staves number  .. 

Miscellaneous 


1850. 


Quantity. 


Total 


402 
52 

122 
2,606 

294 

862 

8,000 

2,479 

6,485 

2 


2,084 
29,180 


69,133 
4,187 

40,800 
224,561 


660 

1,188 

730 

120 

147 

1,245 

67,678 

162 

565 

586 

441 

60 


173,823 


Value. 


13,025 

no 

1,735 

1,360 

2,305 

2,275 

45 

37,160 

665 

210 

100 

2,750 

156,400 

40 

50 

1,750 

345 

50 

2,250 

495 

3,110 

400 

1,445 

1,450 

165 

3,115 

1,910 

825 

95 

730 

125 

150 


1851. 


5,670 
940 

233,250 


Quantity. 


236 

107 

46 

15 

239 

2,845 


^"19 
4,149 

486 

2,035 

520 

815 

10,000 

265 

3,146 


20 

185 

369,599 


Yalm. 


fl,843 

255 

530 

23 

1^455 
7,050 


3,117 
3,874 

46,600 
606 

10,226 
37,487 

4,876 
185,800 

461 

1,550 

20 
273,028 

15 
•    2,720 

1,710 

14295 

1,185 

28,250 

600 
2,050 

387 
1,385 

750 


90 
325 

8,787 
187 

300,322 


uJ '' 


600 


S.  Doc.  112. 


The  imports  into  the  port  of  St.  John  in  1651  from  the  British  West 
Indies  are  thus  stated:  Molasses,  20,063  cwt.;  value,  $49,950.  Rum 
49,411  gallons;  value,  $21,595.  Brown  sugar,  2,188  qwt.;  value 
$10,780.  Total  value  from  British  West  Indies,  $82,325.  ' 

From  Spain,  <he  imports  at  St.  John  in  1851  were  as  follows:  Corks 
11  cwt.;  value,  $115.  Feathers,  5,936  lbs.;  value,  $430.  Dried  fruit,' 
36  cwt.;  value,  $255.  Olive  oil,  424  gallons ;  value,  $210.  Ssdt,  482,504 
bushels;  value,  $38,655.  Wine,  3,325  gallons ;  value,  $4,700.  Total 
value  of  imports  from  Spain  in  1851,  $44,365. 

From  Portugal  the  imports  in  1851  are  thus  stated: 


Candles ....." pounds. . 

Corks cwt . . . 

Corkwood do 

Dried  fruit do 

Green  fruit boxes  . . 

Feathers pounds . . 

Olive  oil gallons. . 

Onions bushels . . 

Salt do 185,854 

Wine gallons . . 

Tptal  value  of  imports  at  St.  John,  in  1851,  from  Portugal.  GvS,210 


duantity.     • 

Value. 

1,640 

.,.       $160 

48 

155 

78 

130 

6 

45 

282 

535 

2,988 

205 

1,005 

1,010 

828 

1,035 

85,854       ■ 

17,065 

33,379 

1     47,880 

From  Germany,  in  1851,  the  imports  at  the  port  of  St.  John  were 
follows: 

duantity. 

Bacon  and  hams cwt 372 

Salt  beef. do 296 

Bread  and  biscuit do 48.633 

Bricks' 796,100 

Butter cwt . . .        3,043 

Cabinet  wares 

Cordage cwt...  803 

Oatmeal barrels. .  499 

Pease  (round) do 337 

Pease  (split) cwt 250 

Glass  and  glassware 

Leather  manufactures ,. 


as 


Oakum cwt 50 

Pitch  and  tar barrels . .  266 

Pork cwt...        3,173 

Wine gallons. .  32 

Woollen  manufactures 


Valuj. 

$4,985 

1,650 

198,045 

2,495 

35,615 

2,260 

6,060 

2,310 

2,8/0 

59o 

4,635 

10,535 

2S5 

l,21o 

25,67!) 

70 

10,295 


Total  value  from  Germany  in  1851. 


310,200 


iuantity. 

Value. 

1,640 

$150 

48 

155 

78 

130 

6 

45 

282 

535 

2,988 

205 

1,005 

1,010 

828 

1,035 

35,854 

17,065 

33,379          \ 

47,880 

rom  Portugal. 

GS,-210 

rt  of  St.  John  were  as 


S.  Doc.  112.  '  601 

The  imports  from  Denmark  in  1851  were  as  follows : 

Cluantity.  Value. 

[Bread  and  biscuit cwt . . .        9,027  $35,435 

Bricks M 36  190 

[Butter cwt...           297  4,455 

Ipork do 348  2,626 

IGlassware 116 

IColton  manufactures 1,100 

jLeather 2,025 

IWooden  wares 690 

IWooUen  manufactures , 4,005 

Total  from  Denmaik  in  i851 50,700 

From  the  Spanish  West;  Int(ies  the  imports  in  the  year  1851  were  as 
Mows: 

JFrom  Cuba. 

duantity.  Value. 

Coffee cwt...           122  $625 

Holasses do 20,580  00,405 

Sum -. gallons..           580  290 

Jrown  sugar cwt...        2,775  11,475 

Cigars 47,750  015 

Total  value 79,470 

From  Forto  Rico.  '  \, 

duantity.  Value. 

Coffee cwt...  20  $200 

^Masses do 6,403  13,755 

lum gallons..  180  96 

Jrown  sugar cwt...  1,209  6,400 

pigars 30,250  376 

Total  value 20,825 

Total  value  of  imports  in  1851  from  Spanish  West  Indies  100,295 

The  change  in  the  navigation  laws  of  Great  Britain  came  into  opera- 
on  on  the  5th  January,  1850;  and  our  vessels  immediately  availed 
hemselves  of  the  new  description  of  freights  which  the  new  arrange- 
peuts  offered  to  them  at  Newfoundland.    It  will  no  doubt  be  interesting 

observe  the  course  of  traffic  which  our  vessels  have  adopted  with 
sped  to  this  colony  during  the  past  year,  when  the  business  became 
etter  understood.  The  following  statement,  showing  the  number  of 
kir  vessels  which  arrived  at  the  port  of  St.  John  during  the  year  1851, 
rith  the  places  whence  they  came,  and  the  nature  of  the  cargoes  they 
rought — as,  also,  the  ports,  for  which  they  sailed,  and  the  nature  of 
be  freight  they  took  away — may  therefore  prove  both  interesting  and 

eful,  not  only  to  the  department,  but  to  commercial  men  generally : 


602 


S.  Poc.  112. 


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S.  Doc.  112. 


603 


Except  occasionally  in  the  months  of  February  and  March,  when  in 

severe  seasons  the  ice  is  on  the  coast  of  Newfoundland,  the  harbor  of 

1  St.  John  is  always  easy  of  access.     In  order  to  show  the  numW  of 

1  vessels  which  have  entered  and  cleared  at  St.  John  in  rv<  ry  month 

of  the  year  during  the  years  1848,  1849,  and  1860,  tlie  following  state- 

I  ments  have  been  published  in  the  colony : 


Monthi. 

Inward. 

Outward. 

.     l''*»V 

1848. 

1849. 

1850. 

1848. 

1849. 

1850. 

January 

35 

16 

9 

35. 

102 

70 

98 

102 

116 

85 

81 

28 

31 
14 
19 
64 

78 

65 

84 

115 

105 

102 

88 

40 

21 
26 
18 
27 

118 
86 
81 

138 

115 
82 
72 
44 

28 
12 
11 
25 
94 
97 
66 
70 
122 
78 
69 
45 

81 

14 

11 

32 

71 

89 

61 

75 

138 

101 

72 

44 

28 
20 

11 

23 

May 

61 
122 

Tnlv                      

73 

71 

ClpntPTTihpr         ...«•••• 

159 

Ortnhrr     .....••-•-•• 

95 

MnvpmnPr       . .-.«•>* 

64 

npppmlifir  _-_...  .«..• 

42 

Total 

777 

805 

828 

717 

739 

769 

It  is  believed  that  the  returns  of  the  trade  and  commerce  of  this  im- 
portant colony  are  more  full  and  correct  than  ever  before  presented  to 
I  Congress.  They  were  compiled  from  trade  returns  of  the  custorps, 
Lhich  are  annually  made  up,  in  a  very  correct  and  comprehensive 
I  manner— as  much  so  as  those  of  any  commercial  port  on  this  conti- 
Inent.  My  thanks  are  presented  to  honorable  Mr.  Little,  member  of 
[the  Provincial  Assembly,  for  much  valuable  information  relating  to  the 
Itrade,  resources,  and  great  importance  of  the  fishing  interest  of  this 
[colony;  to  the  honorable  Mr.  Kent,  the  collector  of  the  port;  and  to 
Iseveral  other  gentlemen. 


i'^      t  iju 

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S.  Doc.  112. 


605 


PART  IX. 


•» 


THE  COLONY  OP  PRINCE  EDWARD  ISLAND. 

Charlotte  Town,  the  capital,  is  in  lat.  46°  14'  north.  Ion.  63°  8'  west. 

The  island  of  Prince  Edward,  formerly  called  St.  John's  island,  is 
situated  in  a  deep  rec?ss  on  the  western  side  of  the  Gulf  of  St.  Law- 
rence. It  is  separated  from  New  Brunswick  and  Nova  Scotia  by  the 
straits  of  Northumberland,  which,  at  their  narrowest  part,  are  only  nine 
miles  wide.  » 

This  island  is  somewhat  crescent-shaped;  its  length,  measured  on  a 
line  through  its  centre,  is  about  one  hundred  and  thirty  miles ;  its  greatest 
breadth,  thirty-four  miles;  in  its  narrowest  part,  near  the  centre,  it  is 
only  four  miles  wide. 

The  east  point  of  Prince  Edward  Island  is  distant  twenty-seven  miles 
from  Cape  Breton,  and  one  hundred  and  twenty-five  miles  from  Cape 
Ray,  the  nearest  point  of  Newfoundland.  Owing  to  the  manner  in 
which  this  island  is  intersected  by  the  sea,  there  is  no  part  of  it  distant 
more  than  eight  miles  from  tide- water. 

The  whole  surface  of  the  island  consists  of  gentle  undulations,  never 
rising  to  hills,  nor  sinking  to  absolutely  flat  country.  The  soil  is  a 
bright  reddish  loam,  quite  free  from  stone.  The  entire  island  is  a  bed 
of  rich  alluvium,  elevated  from  the  sea  by  some  convulsion  of  nature, 
or  else  leit  dry  by  the  gradual  recession  of  the  waters  of  the  gulf. 
There  are  many  beautiful  bays  and  sate  harbors ;  and  wherever  a  brook 
is  not  found,  good  water  can  always  be  had  within  eighteen  feet  of  the 
surface,  by  sinking  a  well.  . 

The  soil  is  admirably  adapted  for  agricultural  purposes ;  it  is  easily 

;  worked,  and  there  is  abundance  of  sea-manure  evcr3"whcre  at  hand. 

There  are  no  stones  to  impede  the  plough;  in  fact,  stone  is  so  scarce 

j  that  such  as  is  required  for  building  purposes  is  imported  from  Nova 

?cotia.    Wheat,  oats,  barley,  and  potatoes  are  staple  products,  and  are 

[produced  abundantly. 

The  area  of  Prince  Edward  Island  is  estimated  at  2,134  square 
[miles,  equal  to  1,365,000  acres.  According  to  a  census  taken  in  1848, 
[the  population  amounted  to  62,678  souls,  being  in  the  proportion  of  one 
jsoul  to  eveiy  twenty-two  acres  of  land,  or  nearly  thirty  souls  to  the 
[square  mile. 

The  climate  is  neither  so  cold  in  winter  nor  so  hot  in  summer  as  that 
lof  Lower  Canada,  while  it  is  free  from  the  fogs  which  at  certain  seasons 
[envelope  portions  of  the  shores  of  Nova  Scotia  and  Cape  Breton.  Its 
ichmate  is  very  nearly  the  same  as  that  of  Cape  Breton,  but  more 
equable;  the  seasons  are  very  nearly  the  same.  It  is  exceedingly 
healthy  in  every  part. 

This  island  was  discovered  by  Sebastian  Cabot,  on  St.  John's  day, 
l(24th  June,)  1497,  and  thence  received  the  name  of  St.  John.    The 


■ri 


I 


k 


606 


S.  Doc.  112. 


95^ 


P' 

!   ■ 

M'- 

:^H 

^~ 

F     ~'^H 

I^BBS^i* 

[^* 

^^B^ 

^  1 

W^ 

w~ ' 

i;   *' 

■ ' 

English  took  vciy  little  notice  of  this  discovery,  although  made  unrlrt 
their  own  fhtg;  but  the  Gulf  of  St.  Lawrence  was  very  soon  visiiod  bv| 
ihe  Basques,  Bretons,  and  Normans, on  account  of  its  fisherirs. 

So  early  as  1600,  Jean  Denys,  a  pilot  of  Honfleur,  published  a  chartl 
of  the  gulf,  and  of  this  island.  I 

It  continued  to  be  the  resort  of  French  fishermen  until  1003,  when 
it  was  Icijsed  by  authority  of  the  King  of  France  to  the  Sieur  Dou-I 
blette,  and  his  associates,  as  a  fishing-station.  As  the  French  did  notl 
encourage  settlements  near  their  fishing-stations,  any  more  thiin  the! 
English,  very  little  progress  was  made  in  its  colonization,  until  afterl 
the  treaty  of  Utrecht,  in  1713.  Its  setllement  and  agricultural  itnprove-l 
ment  were  then  encouraged,  in  order  that  the  island  might  tbrm  al 
granary  for  the  supply  of  the  fortress  of  Louisbourg,  upon  which  sol 
much  monc^y  was  expended. 
'  At  the  taking  of  Louisbourg,  in  1758,  it  was  stipulated  in  the  articlesl 
of  capitulation,  that  the  French  of  St.  John's  island  should  Itiy  downl 
their  arms.  The  island  was  shortly  after  taken  possession  of  by  al 
body  of  British  troops.  It  then  contained  ten  thousand  French  inhab-l 
itants. 

After  the  treaty  of  Paris,  in  1703,  by  which  France  ceded  this  iskndj 
with  her  other  North  American  colonies,  to  England,  the  French  inhab 
itants  were  driven  oflj  as  on  all  occasions  they  evinced  gitcat  hostilit 
to  the  English. 

A  survey  of  this  island  was  completed  in  1700,  when  it  was  dividei 
into  sixty-seven  townships,  of  about  twenty  thousand  acres  each.  Tliej 
whole  of  these  townships  (with  the  exception  of  two,  then  occupied  bjj 
a  fishing  company)  were  disposed  of  in  London,  in  one  day,  bywi 
of  lottery,  the  tickets  being  distributed  among  officers  of  the  army  anil 
navy  who  had  served  in  the  preceding  war,  and  other  persons  who  liai 
claims  upon  the  government. 

In  1770  Prince  Edward  Island  was  separated  from  Nova  Scotia, ana 
erected  into  a  separate  colony,  with  a  lieutenant  governor,  an  executivJ 
and  legislative  council  of  nine  members,  and  a  house  of  assembl}'( 
fifteen  members.     It  has  since  continued  to  enjoy  representative  m 
tutions;  the  executive  and  legislative  council  has  been  divided  intot 
distinct  councils,  and  very  recently  the  principles  of  responsible  gt 
ernment  have  been  established  in  this  colony. 

The  crown  has  very  little  land  for  sale  m  this  colony — merely  t 
residue  of  the  two  townships  that  were  not  disposed  of  by  the  lotteijl 
The  price  at  which  small  lots  are  sold  is  about  three  dollars  peracBp 
The  proprietors  rarely  sell  any  of  their  lands ;  but  when  they  do, 
price  is  about  five  dollars  per  acre.     Farm  lots  are  usually  le;isedJ 
twenty  cents  per  acre  per  annum,  for  terms  of  sixty-one  and  ninei|j 
nine  years — the  tenant  paying  all  charges  and  taxes.     Some  proprittiil 
concede  to  their  tenants  the  privilege  of  converting  the  leasehold  ia 
freehold,  at  twenty  years'  purchase;  but  a  majority  of  the  landholdi 
do  not  grant  this  privilege. 

By  the  census  return  of  1848,  it  appears  that  the  number  of  ad 
held  in  fee-simple  by  occupants,  was  280,049;  under  lease,  330,r 
acres;  by  written  demise,  31,312  acres;  by  verbal  agretinent,  3S,; 


although  mado  undrr 
R  very  sfnm  visiiod  by 
jf  its  fisherirs. 
leur,  published  ii  chart 

Tien  until  1603,  when 
ice  to  the  Sieur  Dnu-I 
As  the  French  did  not 
IS,  any  more  tliiin  thel 
colonization,  until  rtfterl 
i  agricultural  improve.! 
3  island  might  form  al 
3bourg,  upon  which  sol 

itipulated  in  the  articlesi 
sland  should  luy  down! 
Lcn  possepsion  of  by  al 
thousand  French  inhab-l 

r ranee  ceded  this  isli 
^land,  the  French  inhab 
'evinced  gJcat  hostilitjj 

66,  when  it  was  dividet 
msand  acres  each.   Tl> 
t)f  two,  then  occupied  byl 
ton,  in  one  day,  by  waj 
officers  of  the  army  ani| 
id  other  persons  who  \m 

ed  from  Nova  Scotia, 
nt  governor,  an  execuiivj 
a  house  of  assembly  J 
^njoy  representative  iniw 
las  been  divided  intow 
iples  of  responsible  got 

this  colony— merely  t 
isposed  of  by  the  loitejtl 
Lit  three  dollars  per  acj 
s;  but  when  they  do,  i» 
lots  are  usually  lensed) 
of  sixty-one  and  ninety 
taxes.  Some  propneW 
verting  the  leasehold  la 
lajority  of  the  landlrf 

that  the  number  of  acj 
,49;  under  lease,  330,al 
verbal  agretment,  3S,II 


S.  Doc.  112. 


607 


acres;  and  by  squatters,  66,434  acres.     The  quantity  of  arable  land 
then  under  cuhivution  was  215,389  acres. 

Tlie  crop  of  1S47  was  as  follows:  wheat,  219,787  bushels;  hurley, 
75,5-'l  bushels;  oats,  746,383  bushels;  potato«'s,  731,07o  bushels; 
turnips,  153,933  bushels  ;  clover-seed,  14,900  p(Miiids ;  and  iiay,  46,128 
tons.    The  quantity  of  iK>tutoes  in  1847  was  nuieh  smaller  than  in  pre- 


pre- 


vious  years,  owing  to  the  '^revjdence  of  the  potato  rot  tlial  season. 

The  stock  of  the  island  in  1848  was  as  follows:  horses,  12,845;  neat 
cattle,  49,310;  sheep,  92,876;  and  hogs,  19,683.  In  that  yiar  there 
were  in  the  island  109  churches,  182  sc1kk)1  houses,  13  breweries  and 
distilleries,  116  grist  mills,  27  carding  mills,  139  saw  mills,  and  246 
threshing  machines. 

In  1849  there  were  88  new  vessels  built  in  this  colony,  of  the  burden 
of  15,902  tons;  in  1860  there  were  93  new  vessels  buiU,  of  the  burden 
of  14,367  tons;  in  1861  there  were  89  vessels  built,  of  the  burden  of 
15,677  tons.  A  large  proportion  of  the  vessels  built  on  this  island  are 
intended  e'xpressly  l(>r  sale  in  Newfoundland,  where  they  find  a  ready 
market,  being  well  suited  for  sealing  and  the  fisheries. 

On  the  31st  December,  1860,  the  nund)er  of  vessels  owned  and  re- 
gistered in  Prince  Edward  Island  was  310,  of  the  burden  of  27,932  tons. 
On  the  31st  December,  1861,  the  vessels  owned  and  registered  in  the 
island  amounted  to  323,  of  the  burden  of  31,410  tons. 

The  extent  of  the  import  and  export  trade  of  this  island  will  be  best 
understood  by  the  following  comparative  statement  of  the  value  of  im- 
ports and  exports  in  1849  and  1860 : 


Countries. 


1  United  Kingdom 

British  North  Amt'riean  colonies 
British  West  Indies 

1  United  States 

Total 


1849. 


Imports. 


f  l'J2, 030 

300, 280 

1,140 

82,580 


576, 040 


Exports. 


$82,890 

174,940 

2,  .535 

32, 410 


292,7: 


1850. 


Imports. 


p279, 8fW 

308, 409 

5()5 

41,003 


E.xports. 


$84,996 

181,343 

4,1(55 

55,385 


030, 475 


325,989 


The  wide  diflercnce  between  the  value  of  imports  and  that  of  exports 
lis  made  up  by  the  sale  of  new  vessels  in  Great  Britain  and  Newfijund- 
|land — an  account  of  which  cannot  be  ascertained. 

By  a  return  pubUshed  at  Newfoundland,  it  appears  that  in  the  year 
|1851,  the  number  of  new  vessels  built  at  Prince  Edward  Island,  and 
Isold  in  Newfoundland,  was  16,  of  the  aggregate  burden  of  1,921  tons  ; 
{and  that  the  sales  of  such  vessels  amounted  to  $55,316. 

The  vessels  inward  and  outward  at  Prince  Edward  Island  in  1860 
land  1851  are  thus  stated : 


O 


li.i 


'  ? 


mi 
it: 


li; 


*  ' 


'    t 
J 


•v"-^-^   ^ 


Li       ■»'.!* 


908 


4ipr#.  Doc.  112. 

No.  1.— FeMf/«  entered  and  cleared  in  1S50. 


♦ 


CountriM.      • 

Great  nritain 

IlridHh  vdloniea 

United  StatfR 

Furvigu  Htates 

Total 


Inward. 


No. 


18 

408 

34 

7 


557 


Tom. 


4,523 

i7,fiin 

a,  578 


25,017 


Outward. 


No. 


04 

518 

49 

7 


038 


TODI. 


m 

40,3 


Number  of  seamen  inward,  2,082 ;  number  outward,  2,301. 
No.  2. —  Vessels  entered  and  cleared  in  1851. 


Conntriei. 


Great  Britain... 
Britisli  colonies. 
United  States  . . 
Foreign  States.. 


Total. 


Inward, 


No. 


18 

470 

43 

2 


533 


Tons. 


4,140 

18,042 

2,724 

87 


Outward. 


No. 


45 

488 

86 

2 


24,993 


621 


Tuoi. 


Number  of  seamen  inward,  2,370 ;  number  outward,  3,G31. 

The  value  of  the  exports  of  this  Island  colony  in  1851  was  as  fclj 
lows : 

To  Great  Britain SGS,i 

"  British  North  American  colonies 172,1 

"  United  States md 


Total 


a   Doc.  112. 


609 


n  1S60.  '- 


Outward. 


Tom. 


64 

UM 

51» 

^M 

49 

i,m 

7 

M 

033 


40,; 


)utwar(l,  2,301. 
i  in  1851. 


rd. 


Tons. 


Outward. 


4,140 

18,048 

2,724 

87 


No. 


Tom, 


24,993         621 


45 

10,851 

488 

25,S^ 

86 

5,« 

2 

J 

41,« 


outward,  3,631. 
ony  in  1851  was  as  folj 

$68,9; 
Vim 

im 

3C0,J 


The/oll'iuiiiir  t»  n  itatrmcHt  of  the  t/uanfifij,  rate,  and  nmnunt  nf  iluhj  jniid 
on  all  arf'ulai  the  growth,  jiioihuc,  or  iiiouiijiiiliin:  of  th':  L'nidU  Stales, 
inH'i'i t'tl  into  the  voluny  of  Vriiur  Edward  Lland  /Vlb5l. 


ArtU-Ic'i. 


Apples  iiiuloiiiotw, . 

fJliltidlUTV 

B(H)ts  iiiid  shoes 

br(';i(l~iii'ls 

iBuriiliin'  lliiid ■ 

rmullt'^  niid  fioiip. . 

[Corii  1111(1  cormiicMiI, 
Dry  gi>o{U 

I  Drug!*    imd    rncdi- 
('iiu!S 

iFIour 

iHardwiin! 

iLoiithcr 

llllSSCS 

[Nails  imd  H|)ik('rt.  . . . 
lOrangcs  find  lemons, 
(ritchunl  tiir , 

Jlico 

Spirits , 

iBtecU 

Btovcs 


Quuutity. 


bugar. 


li;a 

riibaccd 

i'arnisliiitiilUirpcn- 

tinc 

i^oodcM  Wiirc. . . 
BundriLS 


'I'oUd. 


728  barrels 

104  packages , 

154.  — do , 

334. . .  .do , 

20 do 

421.... do 

844  bids.  &1, 000  l)ug.s, 
128  packages , 


69 do.... 

055  barrels  . . . 
80  packiigcs. . 
15,112  pounds 
42,423  gallons. 
182  packages  . 

89 do 

257  barrels 

1 1  packages . . 
7,800  gallons. . 


202  bags 


282. 

349  cwt 

42,103  pounds. 
11,487..  do... 


25  paekngcs. 
62 do... 


Rtttu  of  duty.        Total  dutj. 


5  per  cent 
'.....do.. 


10  percent 
5  per  cent . 
do... 


.do. 
.do. 
.do. 


do , 

SI  25pr.  bbl.. 

5  per  cent 

•J  cts.  per  lb . . , 
3  cts.  per  gall 
5  per  cent ... 
, do 


2  per  cent 

5  per  cent . . . 
62i  cts.  pr.  gall 

free , 

5  per  cent ... 
$1  50  per  cwt 
8  cts.  p<!r  lb.., 
0 do 

5  per  cent 

10.  .do , 

5 do , 


$122 

81 

206 

66 

20 

82 

231 

261 

52 

818 

142 

312 

1,325 

35 

19 

16 

8 

4,876 


165 

528 

3,506 

717 

11 
212 

207 


14,020 


The  t't  il  value  of  the  articles  on  which  the  above  duty  of  $14,020 
bs  piii:l  Wiis  $77,858,  the  whole  of  which  was  imported  into  Prince 
((Kvard  isliind  in  British  vessels,  witli  the  exception  of  merchandise 
7 the  v!ilue  of  $3,200,  in  an  American  bottom. 

[In  18')li,  the;  value  of  articles  the  growtii,  produce,  and  manufacture 
the  L'iiii(!(l  S^iatcs,  imported  into  Prince  Edward  Island,  was  only 
i2,113,  upon  which  duties  were  paid  amounting  to  $6,420. 
iThe  wide  diflerenco  between  the  value  of  imports  from  the  United 
lutes  in  ISOO  and  1851,  arises  from  the  fact  that  in  18-51  the  dut'":  <>a 
Wts  were  greatly  reduced  from  the  rates  of  the  preceding  yi.nr,  md 
pec  the  increased  value  of  imports  in  1851.  With  tlie  higtt  ra:e  «-'l 
40 


I'c.-.'  '.'i  vv;  tiSi'  *  ft  I'v  ii  f 
.■»»  -It 


.'te 


610 


S.  Doc.  112. 


duties  in  1850,  only  $6,420  was  received  on  articles  of  Americnn  pro 
duction;  while  in  1850,  with  diminished  rates,  the  duties  on  American 
production  were  increased  to  $14,020  in  the  aggregate. 

It  is  a  fair  inference,  from  this  state  of  I'acts,  that  Prince  Edward 
Island  would  take  a  much  larger  amount  of  Aniericun  goods  if  the 
duties  were  still  farther  reduced,  or  if  no  duties  whatsoever  were  levied 
on  their  importation. 

The  articles  exported  in  1851  to  the  United  States,  of  the  growtli  or 
produce  of  the  Island,  vere  as  follows :  i 

Barley,  17,929 bushels;  boards  and  plank,  12,000  feet;  iron,  60cwt.; 
cattle,  9  head ;  firewood,  20  cords ;  dry  fish,  650  ({uintals ;  picLled  fish, 
1,786  barrels ;  hard  wood,  74  tons ;  horses,  3 ;  hiicmatuc  knees,  2,215' 
oats,  222,109  bushels;  potatoes,  45,942,  bushels;  turnips,  3,090 bush- 
els ;  wool,  1,700  pounds. 

The  value  of  the  foregoing,  with  the  value  of  sundry  other  articlcj 
not  enumerated,  amounted  together  to  $119,230.  The  value  of  similar 
articles  exported  to  the  United  States  in  1850  was  only  $55,886. 

It  is  obvious,  therefore,  that  the  increased  import  from  the  United 
States  in  1851  was  coupled  with  an  increased  export  to  the  United 
States  in  that  year.  I 

The  following  is  a  statement  of  the  American  vessels  and  their | 
cargoes  which  entered  and  cleared  at  Prince  Edward  Island,  in  1851: 


Name  of  Tessel. 


Denmark 

Native  American 

Iowa 

Daniel  P.  King. . 
Bold  Runner.... 

Solon 

Cadmus 

BoldBunner 

Diana 

Linda 

Commerce 


Tons. 


63 
115 

74 

73 
72 

64 

115 

72 

70 
86 
78 


Where  from. 


Gloucester  . . . 
Newburyport . 

United  States. 

......  do...... 

do 


.do. 
.do. 
.do. 


.do. 
.do. 
.do. 


Cargo. 


Flour  and  meal 
do 


Gin,  molasRos, 

and  flour. 
Flour,  tea,  &c. 

do 

do 

do 

do 

do 

Dry  goods  . . . . 
do 


Whence  cleared. 


GloHccitor ... 
Newburyport . 

United  States. 


.do. 
.do. 
.do. 


.do. 
.do. 
.do. 
.do. 
.do. 


Cargo. 


Oiti. 
OaM  dl 
potit«ei| 

•...do.. 

...do..., 


.do.. 


.do., 
.do., 
.do....  I 


S.  Doc.  112. 


611 


C8  of  Amcncnn  pro- 

3  (lutirs  on  American 

;p;iitc. 

that  Prince  Edward 

nit'riciin  goods  if  tJiB 

tiatsocvcr  were  levied 

itc8,  of  the  growth  ot 

00  feet;  iron,60cwt..;| 
[juintuls }  picl.lfcd  fish, 
urmiitiic  knccB,  2,215; 
;  turnips,  3,090  bush- 

'  sundry  other  articles 
The  v».lu(!  of  similar 
as  only  $56,886. 
nport  from  the  United 

1  export  to  the  United 

ican  vessels  and  their  | 
ward  Island!  in  1851: 


Wbonco  cluared. 


OloHccHtor ... 
Nowburyport . 

United  Stato*. 


Cargo. 


.do 

.do 

.do 

.do 

.do 

.do 

,  .do 

,.do 


Oati.. 
OaM  dl 

poUtMij 
....do.. 


.do... 
M... 


..do.. 
..do.. 
..do.. 


The  following  abstract  gives  a  very  satisfactory  view  of  the  trade 
and  commerce  of  this  colony  for  1861 : 


Export!. 


Amoant. 


89  voaKelii,  1.5,721  tniiR,  at  £4  (island  currency)  per  ton 

Darley.  :J",581  buHliela 

BuardH  and  deals,  1,497,629  feet,  and  6,316  pieces 

Beef,  :«•  barrels 

Batter,  150  tubs 

Cattle,  :«53  bead 

Curriafifis,  5 

Dry  fish,  7,687J  quintals 

Picliled  fish,  3,624  barrels 

Fura,  :'e««'» 

Hides,  2  casks 

Hones,  97 

Lathwood,  049  cords 

011,4*1  gallons 

Oata,  3;)r),69r)  bushels 

Oatmeal,  54  tons — 34  sacks,  125^  barrels 

Oyiter*,  4,377i  bushels 

Pork,  46  barrels 

Potat<M'8, 158,569  bushels 

Spare,  7'Jfl 

Shingles,  22(1,772  M 

Sheep,  245  head 

Sundries 

Turaips,  27,343  bushels 

Timber,  1,282  pieces;  66  tons  scantling;  7,58U  tons  of  timber;  1,865  knees. 

Wheat,  1,970  bushels 

Wool,  2  bundles 

Imports,  including  ship  chandlery,  which  is  exported  again  in 
the  building  and  rigging  of  ships,  and  not  estimated  in  the 
value  of  the  shipping IBS'?,  755 

Leu— 6uy ,  for  ship  chandlery 62, 884 


$251,538 

18,343 

41,  .346 

616 

1,168 

7,823 

188 

19,235 

19,544 

8,124 
871 

252 

109,708 

1,143 

1,243 

553 

47,568 

1,230 

732 

717 

25,736 

4,901 

42,060 

2,400 

14 


607,389 


475  871 


1; 


r    ! 


v*'ft«" 

-■ '  t' 

•1 

'~f;..  -.  .       -.  , 

0  ' 

■  "' 

1 

',..■'  -M 

-. 

-*-■ 

r 

J 

V    .  : 

- 

9 

*> 

.'■' 

■  t 

1 

S.  Doc.  112. 


618 


PART  X. 


INTERCOURSE  BETWEEN  GREAT  BRITAIN  AND  HER  NORTH  AMERI- 
CAN COLONIES. 

The  industry  of  the  inhabitants  of  the  British  North  American  colo- 
I  nies  is  principally  engaged  in  agriculture,  the  fisheries,  mine,  nd  for- 
ests; in  exporting  the  products  of  which  to  the  United  Kingdom  and 
other  British  possessions,  and  to  some  foreign  countries,  and  importing 
from  thence,  in  exchange,  the  various  requisites  whose  growth  or  manu- 
facture is  ill  suited  to  the  climate  or  condition  of  these  possessions, 
consists  their  trade,  and  the  great  extent  of  employment  it  gives  to 
I  British  shipping. 

The  most  important  object  of  industry  in  British  North  America,  as 
[well  as  the  most  striking  physical  feature  of  the  country,  is  the  forests- 
llofty,  wide-spreading,  and  apparently  illimitable — all  unplanted  by  the 
Iband,  and,  for  a  large  part,  yet  untrodden  by  the  foot  of  man ;  where, 
[without  having  planted  or  sown,  he  may  enter,  and  reap  and  gather  in 
[what  nature  for  many  centuries  has  been  bountifully  preparing  for  his 
luse. 

The  importance  and  value  of  the  North  American  timber  trade  to 
Fn  '.and  is  so  fully  established,  as  to  be  beyond  a  doubt.  The  mari- 
..  xf  jpremaoy  of  England  has  been  maintained  by  it,  ew  markets 
Ik  .  been  created  for  her  manufactures,  and  a  home,  with  remunera- 
tive employment,  has  been  found  for  her  surplus  popult  •;ion. 
To  snow 'the  rise  and  progress  of  the  trade  between  Great  Britain 
nd  the  North  American  colonies,  the  following  str  ien.ents  are  offered. 
These  have  been  carefully  compiled  from  Parliamentary  returns,  and 
aay  be  relied  upon. 

iTotei  o^cxal  value  of  goods  exported  Jrom  Great  Britain  to  the  British 
North  American  colonies  in  the  years  mentioned. 


Colonies. 

1800. 

1805. 

1810. 

1815. 

!mada 

$2,208,528 
849,998 
389,904 

$2,030,313 
591,000 
121,409 

$4,701,220 

1,682,937 

464,220 

99,043 

$3, 821, 003 

(ova  Scotia 

2, 195, 598 

ew  Brunswick 

984,676 

Wnce  Edward  Island 

62,155 

'ape  Breton 

15,864 

ewfoundland 

1,053,115 

1,213,565 

1,813,128^ 

2,721,993 

Total 

4,501,545 

3,956,287 

8,760,548 

14,801,283 

Br 


614 


S.  Doc.  112. 


As  marking  the  progress  and  extent  of  the  trade  between  the  United 
Kingdom  and  the  5forth  American  colonies,  the  following  return  is  pre- 
sented, showing  the  ships  and  tonnage  inward  and  outward  in  (Jreat 
Britain  and  Ireland,  to  and  from  those  colonies,  distinguishing  British 
from  foreign,  from  1840  to  I860,  both  years  inclusive: 


Tears. 


1840  . 

1841  . 

1842  . 
1843. 

1844  . 

1845  . 
1846. 
1847. 
1848. 
1849. 
1850  . 


INWARD. 


British. 


Ships. 


2,416 
2,461 
1,565 
2,215 
2,284 
3,018 
2,887 
7,459 
i:',279 
This  re 
2,036 


Tods. 


808,222 

841,348 

541,451 

771,905 

789,410 

1,090,224 

1,076,162 

953,466 

886,696 

turn  nantin 

798,080 


Foreign. 


Ships. 


g- 


170 


Tons. 


3,274 
67,580 


OUTWARD. 


British. 


Ships. 


2,099 
1,937 
1,333 
1,996 
2,060 
2,510 
2,666 
2,174 
1,766 


1,337 


Tons. 


694,094 
652,725 
446,842 
710, 608 
722,299 
917, 423 
978,590 
829,809 
668,087 


480,279 


Foreign. 


Ships. 


1 

2 
1 

7 
29 


43 


TOBI. 


2,213 
384 


180 

m 

1,418 


15,930 


The  official  value  of  the  import  and  export  trade  between  Great 
Britain  and  the  North  American  colonies,  for  the  years  1818, 1819, 
1820,  1832,  1838,  1843,  and  1848,  is  thus  stated: 


Imports . 
Exports . 


1818. 


$6,610,215 

8,976,320 


1819. 


$7,740,905 
10,005,165 


1820. 


1832. 


1833. 


$6,064,225  $11,779,260  $12,114,765  $10,691 ,415 
8,381,580     9,544,785  11,696,035  11,287,250 


1843. 


1843. 


$11,279,19 


The  amount  of  tonnage  inward  and  outward  between  Great  Britain | 
and  the  colonies,  in  1800,  1806,  and  1815,  was  as  follows: 


Colonies. 


1800. 


Inward. 


Canada  

Nova  Scotia 

Kew  Brunswick 

Prince  Edward  Island . 
Newfoundland 


14,293 

232 

6,072 


5,271 


Outward. 


10,366 
4,149 
3,424 


19,780 


1805. 


Inward. 


15,076 
9,742 
3,687 
1,121 

12,386 


Outward. 


14, 139 
7,934 
3,679 
1,100 

29,669 


1815. 


Inward. 


Outwvil 


31,405 
21,087 
72,790 
5,085 
14, 181 


27,al 


I  between  the  United 
[lowing  return  is  pre- 
id  outward  in  (Jreat 
iistinguishing  British 
iive: 


OUTWARD. 


itish. 


Tons. 


Foreign. 


Ships. 


694,094 
652,7-25 
446, 842 
710,608 
722,299 
917,423 
978,590 
829,809 
668,087 


Tou. 


480,279 


1 
2 
1 
7 

29 


2,213 

384 


43 


180 

883 

414 

3,419 

6,331 


15,93t 


trade  between  Great  | 
the  years  1818, 1819, 


333. 


1843. 


114,765110,691,415 
i96,035   ll,287,25ti 


between  Great  BritaiBJ 
as  follows : 


>. 

1815. 

Outward. 

Inward. 

(MftA 

14, 139 

7,934 

3,679 

1,100 

29,669 

31,405 
21,087 
72, 790 
5,985 
14,181 

2?,  a 

50,1 

3,l(f 

60,» 

S.  Doc.  112. 


615 


The  following  statement,  compiled  from  ofTicial  returns,  exhibits  the 
total  tonnage  inwsrd  in  Great  Britain  from  the  British  North  American 
colonies,  as  also  the  total  toriruige  outward  to  the  same  colonies,  in 
1S45  and  1850,  distinguishing  British  from  foreign  tonnage: 


England ■ 

Scotland 

Ireland • 

Cbyincl  Islands 


Total. 


1845. 


Inward. 


pq 


Tons. 

1,480,81)7 

2G8,  329 

210, 136 

3, 082 


o 


Outward. 


•c 


1850. 


Inward. 


•c 


Tons.       Tons.       Tons.  I      Ton.i.       Tons.       Tons.       Tons. 
7, 045 1, 373,  '24  12, 370  1, 27^,  478  72, 178  1, 1:55,  7:M,73,  323 


Outward. 


•c 


& 


220, 482 

149, 095 

7,138 


230 


.78,5741  3,77d 
90, 012,  G,  129 

3,498. 


171,626   3,029 
6r<,62616,083 
9,482 


1,962,354   7, 0451, 756, 439'l2,60o' 1,530, 56282, OSo'l,  385, 4C8'92, 434 


It  will  be  borne  in  mind  that  on  the  5lh  of  January,  1850,  the 
change  in  the  navigation  laws  of  England  came  into  operation ;  and 
the  Ibregoing  table,  therelbre,  shows  the  extent  to  which  tbreign  tonnage 
was  eng  igeci  during  that  year  in  the  trade  between  Great  Britain  and 
the  North  American  colonies. 

The  cxtiaordinary  increase  of  the  timber  trade  between  Great 
Britain  and  her  North  American  colonies  is  presented  in  the  following 
statements,  which  commence  with  the  year  1800.  In  that  year  there 
were  itiiported  into  Great  Bi  itain,  from  the  North  American  colonies, 
the  following  quantities  of  timber : 

34,017  loads  of  fir  timber. 
843      do       oak  timber. 
850  masts. 

4r^4  (standard  hundreds)  of  deals. 
7,214  hundreds  staves. 

In  1819  the  timber  trade  wiih  North  America  had  .greatly  increased, 
as  will  be  psrccivcd  by  the  following  statement  of  timber  imported  into 
Great  Britain  from  the  colonies  in  that  year: 

206,297  loads  fir  timber. 
9,482  loads  oak  timber. 
14,170  masts. 

9,808  (standard  hundreds)  deals. 
359         do  do         battens. 

42,998  hundreds  staves. 

The  statements  which  fallow  give  the  quantities  and  value  of  the 
North  American  timber  trade  in  1840,  1845,  and  1850,  distinguishing 
he  quantity  entered  for  home  consumption  from  the  whole  quantity  imr 
ported. 


•«';■:; 


«";J! 


4r* 


lUA 


616  S.  Doc.  112. 

Timber  imported  into  the  United  Kingdom  for  ?tomc  con.vimjifion. 


1840. 

1845. 

1850. 

Description. 

From  British 
possessions. 

.1. 

*^  2 
PS  f 

si 

Is. 

II 

~  a 
■C.2 

s  1 

74,250 

From  foreign 
countries,      i 

Sawed  lumber,  sup.  feet.. 
Square  timber,  oubic  feet. 
Timber,  siiwed  or  split, 

3n,9a'.,«0(i 

31,950,7()<l 

8,440,200 

331,650 

...:::"• 

24,944,550 
39,874,500 

17,148,250 
14,101,400 

23,380,50018,365,750 
31,150,000>1.1.fi!)fiinft 

Lumber,  not    sawed    or 
■nlit.  cubic  feet. ....... 

Total  timber  imported. 


Description. 


Sawed  lumber,  sup.  feet.. 
Square  timber,  cubic  feet. 
Timber,  sawed  or  split, 

cubic  feet 

Timber,    not    sawed   or 

split,  cubic  feet 

Staves,  cubic  feet 


OflScinl  value. 


1840. 


•S 

•I, 

P3 


o 


'313,442,250 

"32,336,100  8,557,500 


a. 


1845. 


3,281,075 


§ 


*212,850 


'24,691,300 

'39,315,750 
*4,417,350l 


<£ 


19,526,350 
14,765,650 


1?50. 


rT  5. 


I.- 

.M    go 

fe-a 

Ei 
£8 


*56,10U 


17,936,020 


'21,833,95017,971,450 

'3],O15,4O(i!]2,513,150 
,*4,129,4U(;: 

$0,326,340 


Note. — Qunntities  marked  thus  *  may  bo  considered  as  wholly  from  the  British  North 
Americau  coloKies. 

Rkmark. — The  above  tables  are  compiled  from  the  Annual  Trade  and  Navigation  Accounts 
and  the  Yearly  Treasury  Finance  Returns. 

To  those  acquainted  with  the  timber  trade,  these  returns  will  very 
likely  explain  themselves ;  but,  in  order  to  present  in  mo  o  [jfccise 
form  the  state  of  the  Norlh  Anicrican  timber  during  the  1  ist  three 
years,  tlie  following  statement,  compiled  from  the  returns  of  the  Board 
of  Trade,  is  submitted : 

Colonial  timber  and  deals  imported  into  the  United  Kingdom,  in  loads 
of  60  cubic  leet:  In  1S49,  1,054,246;  in  1850,  1,056,987;  in  1S51, 
], 119,000. 

In  1847  there  was  a  large  reduction  in  the  duties  on  Baltic  and  other 
foreign  timber ;  and  in  the  North  American  colonies,  great  apjiehen- 
sions  were  entertained  that  the  remission  of  those  duties  would  be  highly 
injurious,  if  not  almost  fatal,  to  the  colonial  timber  trade. 


S.  Doc.  112. 


617 


conitnmiilwn. 


1850, 


•50 
100 


23,386,50018,365,750 
31,15O,OOO|13,696,100 


1950 

. 

IE. 

.1. 

- 

*56,10(J 



5,35Oj*21,833,95(ljl7,971,450 

i,65o!*31,015,40(i!l2,513,150 
l^*4,l'2l»,40l;; 

$G,32r3,340 


illy  from  the  British  North 
e  and  Navigation  Accounts 

ese  returns  will  very 
sent  in  ino  e  precise 
luring  iho  1  ist  three 
returns  of  i!ic  Board 

cclKinfjdom,  in  loads 
1,056,987;  in  1851, 

:s  on  Baltic  nnil  other 
nics,  greiit  iipj  rehen- 
ulics  would  be  highly 
!r  trade. 


Such,  however,  lias  not  proved  to  be  the  case.  It  is  true,  as  will  be 
seen  by  the  following  statement,  that  the  quantity  of  foreign  timber  im- 
ported into  Great  Britain  since  the  remission  of  duty,  has  considerably 
increased;  but  the  quantity  from  the  North  American  colonies  has  like- 
wise increased,  as  shown  in  the  preceding  statement. 

Foreign  timber  and  deals  imported  into  the  United  Kingdom,  in  loads 
1  of  50  cubic  feet :  In  1849,  578,468  ;  in  1850,  609,692 ;  in  lS51, 8(58,000. 
The  efli^ct  of  opening  the  market  to  foreign  timber  by  a  reduction 
[of  duties,  and  consequently  an  increased  importation,  has  not,  as  was 
Urnatly  feared  at  the  outset,  proved  injurious  to  the  colonies  by  dimin- 
ishing the  price  of  their  timber.     The  increased  consumption  of  timber 
I  in  England  has  caused  a  demand  lor  greater  varieties  of  wood.     The 
use  of  Baltic  timber  more  extensively  than  heretofore,  has  caused  a 
Igreater  demand  for  colonial  wood  to  be  used  in  connexion  with  it ; 
Iwhile  the  ciiange  in  the  navigation  laws  has  so  reduced  freights,  that 
llhc  producer  of  timber  and  deals  in  the  North  American  colonies  now 
receives  more  for  his  articles  than  he  ever  did  before  the  reduction  of 
[lie  duties. 

Besides  timber,  there  are  other  products  of  the  forest',  such  as  ashes 
Bnd  turs,  wiiich  tbrm  no  inconsiderable  item  in  the  sum  total  of  colonial 
produce  imported  into  the  United  Kingdom. 

The  total  value  of  all  colonial  products  to  the  United  Kingdom,  in- 
cluding those  derived  from  mines,  agriculture,  and  the  fisheries,  is  fully 
et  forth  in  the  various  tables  to  be  found  in  this  report  under  head  of 
ach  colony  respectively ;  and  to  these,  reference  is  made  for  more 
barticular  information. 
England  possesses  no  nursery  for  seamen  at  all  equal  to  her  North 
American  colonial  trade.     Besides  training  her  own  hardy  and  burly 
ons  to  the  dangers  and  hardships  of  the  sea,  that  trade  for-ters  and 
ttises  up,  from  among  her  active,  well-built,  enduring,  and  intelligent 
iihjects  in  the  northern  colonies,  as  fine  seamen  as  ever  trod  a  deck, 
raid  of  no  danger,  and  perfectly  fitted  to  sustain  any  reasonable 
nount  of  cold,  hardship,  and  fatigue.     The  vigor  of  their  frames, 
beir  sound  constitutions,  and  the  habit  of  facing  severe  cold,  violent 
ales,  and  stormy  seas,  in  a  high  northern  latitude,  aided  by  quick  per- 
Bptionsand  ready  intelligence,  eminently  qualify  them  to  navigate  her 
lips  to  any  quarter  of  the  world,  either  to  uphold  the  honor  of  their 
fcuntry  in  fighting  her  battles  upon  the  seas,  or,  better  still,  to  extend 
M  enlarge  her  commerce  to  every  part  of  the  habitable  globe. 
jTo  her  colonial  seamen,  England  may  well  look  with  honest  pride. 
Vve  our  own  citizens,  they  have  few  equals,  and  none  otlicrs  are  their 
periors.    Whether  in  war  or  in  peace,  these  British  North  American 
Slors,  cradled  on  a  stormy  deep,  and  roughly  nursed  amid  storm  and 
npest,  are  in  every  way  fitted  to  fulfil  their  duty,  and  do  honor  to  the 
uiitry  which  claims  their  allegiance. 


.5       1 


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» 

%p- 

• 

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T 

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V. 


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'^ 


S.  Doc.  112. 


619 


v^ 


m 


^    ( 


PART  XL 


|lIL\DE  OF  THE  PRINCIPAL  ATLANTIC  PORTS  OF  THE  UNITED  STATES 
WITH  THE  BRITISH  NORTH  AMERICAN  COLONIES  BY  SEA. 

The  direct  trade  b3r  sea  between  the  principal  Atlantic  sen  ports  of 
Ithe  Union  and  the  British  North  American  colonies  has,  witliin  a  lew 
lycars,  become  of  such  extent,  value,  and  importance,  as  to  demand 
I'lnore  thnn  ordinary  attention. 

Probably  the  most  remarkable  and  interesting  feature  of  the  age,  is 
Itbe  rnpid  increase  and  constant  activity  of  the  world's  commerce.  Its 
Igreat  agent  and  promoter,  navigation,  to  which  &uch  enormous  annual 
Icontributions  have  bitterly  been  marie  by  England  and  the  United 
jSiates,  is  more  firmly  estabhshing  it  on  a  more  extended  basis,  for 
Istill  "renter  and  more  universal  achievements. 

The  great  addition  to  the  navig  ition  interest  of  the  world  furnished 
Iby  the  British  colonies,  is  not  generally  considered ;  nor  is  its  import- 
jantand  inlluential  character  fully  understood,  save  by  a  small  por- 
Itionoi"  the  leading  statesmen  of  Europe  and  America. 
I  The  great  maritime  resources  of  the  Norlh  American  colonies,  and 
Ithe  advantages  of  their  geographical  position  for  an  extended  com- 
jmercc  with  all  mankind,  will  contribute  more  effcctujilly  to  accelerate 
jtheir  onward  progress  to  wealth  and  power,  and  unquestionably  give 
hem  a  commanding  position  in  all  future  commercial  developments. 
The  extent  of  seacoast  and  abundance  excellent  harbors  in  these 
olimies,  is  most  remarkable. 

Commencing  at  the  river  St.  Croix,  the  boundary  of  the  United 
States,  there  is  much  coast,  and  many  fine  ship  harbors,  within  the  Bay 
of  fundy  and  the  islands  it  encloses.     Next  comes  the  Atlantic  coast 
of  Nova  Scetia,  with  its  numerous  indentations ;  then  the  sea-shores 
)f  Cape  Breton,  and  its  beautiful  and  extensive  interior  coast  surround- 
ing that  large  arm  of  the  sea  known  as  the  Brus  D'Or,  or  "arm  of 
gold;"  next,  tjie  eastern  or  Gulf  coast  of  Nova  Scotia  and  Nevsr  Bruns- 
nck,  the  Bay  of  Chaleur,  the  shores  of  the  whole  colony  of  Prince 
(Idward  island — of  the  Magdalen  islands  and  Anticosti,  and  all  the 
jabrador  coast  from  Mt.  Joly  to  Da\is's  straits;  in  the  aggregate, 
kbout  3,500  miles  of  coast- line,  everywhere  teeming  with  fi.<h,  in  greater 
bundance  and  excellence  than  in  any  other  part  of  the  world. 
To  this  great  extent  of  seacoast,  admirably  provided  with  large  and 
Excellent  harbors,  must  be  added  the  coast  of  Newlbundland,  more  than 
}iOOO  miles  in  extent,  whose  harbors  and  fisheries  have  been  known 
^nd  constantly  frequented  lor  more  than  three  centuries. 

The  handsome  and  elaborate  map  of  the  Lower  Colonies,  hereunto 
Appended,  wa«  prepared  expressly  f()r  this  report  by  Mr.  Henry  F. 
vcrley.of  St.  John,  New  Brunswick,  a  young  engineer  ot  much  promise. 
The  original  surveys,  maps,  and  charts,  from  which  it  was  prepared 


u 


.'^^  : 


'»ll 


l\ ,  t 


1' 


620 


S.  Doc.  112. 


are  of  tlio  most  rrcrnt  dfitc,  nncl  of  tlic  highest  authority ;  thry  wrre 
obtiiinrd  with  some  trouhle  ;ind  nl  much  I'xpcnso,  from  En^jlntul  imj 
from  the  provinces.  These  have  been  carefully  collated  and  coinpilKl, 
and  the  result  is  the  present  map,  which  is  recommended  as  otu^ottlie 
best  yet  presented.  It  exhibits  the  pecidiar  c<jnHguration  of  the  Gulfl 
of  St.  Lawrence,  and  of  the  colonies  which  are  washed  by  its  waUrJ 
with  their  infinity  of  rivers  and  harbors,  and  endless  viu-iety  of  crwks, 
coves,  inlets,  estuaries,  straits,  bays,  and  arms  of  the  sen. 

There  cannot,  perhaps,  be  found  elsewhen;  the  same  extent  of  cnui). 
try  possessing  in  a  greater,  or  even  an  equal  degree,  all  the  nciuisitoj 
for  constructing  a  mercantile  marine,  nor  the  like  extent  of  seacoastso 
profusely  furnished  with  the  finest  and  most  capacious  harbors,  as  the  I 
colonies  of  New  Brunswick  and  Nova  Scotia. 

A  glance  at  the  map  at  once  shows  that  those  colonies  are  but  a  mere 
extension  of  New  England,  and  that  an  interchange  of  their  resspeciivel 
products  must  not  only  exist,  but  will  of  necessity  be  mutually  bone-l 
ncial,  if  not  ab.-^olutely  essential  to  the  prosperity  of  either  country,  Thel 
wise  and  truthful  spirit  of  commerce  will  be  opposed  to  any  policy, I 
whether  British,  American,  or  colonial,  that  restricts  in  the  sliijlifegj 
degree  the  entire  freedom  of  commercial  intercourse  between  countriejl 
in  such  immediate  proximity,  and  whose  best  interests  are  so  clodyl 
interwoven.  '  [ 

The  inland  colonies  of  Newfoundland  and  Prince  Edward  Island,  ly. 
ing  contiguous  to  New  Brunswick  and  Nova  Scotia,  with  similar  char-l 
acteristics  in  almost  every  particular,  are  rapidly  becoming  convincdl 
of  the  value  of  their  material  interests  in  connexion  with  the  neccssitjl 
for  a  more  liberal  commercial  intercourse  with  the  United  States.      I 

Although  the  tables  which  follow  show  that  the  trade  of  the  four  lowerl 
colonics  is  chicflv  confined  to  Boston  and  New  York,  yet  they  al:o  propel 
that  commercial  intercourse  with  them  is  becoming  more  goncnii  'vittj 
all  the  towns  and  seaports  of  the  Atlantic  States,  and  that  Baltimoiil 
and  Philadelphia  also  participate  in  its  benefits. 

To  encourage  the  intercourse  thus  springing  into  existence  ancUl 
taining  great  value  from  the  natural  course  of  trade,  and  the  rclativtl 
position  of  the  parties  with  reference  to  certain  natural  products  ofeacJ 
would  seem  to  be  the  bounden  duty  of  the  governments  of  these  rs-j 
spective  countries. 

The  first  object  of  every  commercial  system  should  be  to  create  iimi 
uphold  a  great  commercial  marine.  Mr.  Huskisson  laid  it  clown  aMl 
principle,  that  "the  ordy  true  and  durable  foundation  of  a  large  cm 
mercial  marine  is  to  be  laid  in  the  means  of  affording  it  beneficial  m 
ployment.  Without  such  employment — without,  in  short,  exteiiM 
commerce,  and  great  capital  to  sustain  and  invigorate  that  commwl 
no  laws  merely  protective  will  avail.  Strict  navigation  laws  have  Ml 
always  created  a  marine.  Does  not  naval  and  commercial  supnrioriiJ 
depend  on  the  habits,  pursuits,  inclinations,  associations,  and  forcer 
character,  rather  than  on  any  code  of  laws  whatever?" 

In  spite  of  the  prohibitions  and  restrictions  which  yet  exist,  andseiuj 
to  prevent  the  rapid  increase  of  comniercial  intercourse  between  m 
United  States  and  the  lower  colonies,  yet  that  intercourse  has  alreaJjl 
attained  gieat  value  and  importance  from  a  very  small  beginning. 


S.  Doc.  112. 


621 


authority;  thrywfre 
ISP,  from  Enfilaiid  nnd 
L'oUiited  and  cotnpilKU 
nnn'ndeil  as  om'ol'tl)« 
ntigunition  of  tlie  Gulf 
washed  by  its  waUrs, 
llcss  viiriety  of  creiks, 
f  the  sen.  I 

16  same  extent  of  cnun- 
•vrce,  nil  the  nciuisitcs 
e  extent  of  scacoiistsol 
pacious  harbors,  as  the  I 

colonies  are  but  a  mere 
mge  of  their  rosppciivel 
ssity  be  mulunlly  brne-l 
of  either  countrv.  The  I 
opposed  to  any  policy,! 
?stricts  in  the  sliijlitestl 
Durse  between  countriejl 
,  interests  are  so  closeljl 


•ince  Edward  Island,  ly- 
cotia,  with  similar  char- 
dly  becoming  convinceii 
cxion  with  the  neccssitj 
the  United  States. 
le  trade  of  the  four  lower 
York,  yet  they  al:o  pro?e 
ming  more  general  'viti 
jes,  and  that  Baltimore 


2 


...  into  existence  andal- 
f  trade,  and  the  rpl;itiv( 
natural  products  ot'eacM 
governments  of  these  re> 


The  tonnage  inward  from  the  Unilrd  States,  in  all  the  British  North 
lAniL-rican  colonies,  during  llie  yefirs  17S7,  1768,  and  I7>5l),  iini(»untod 
ion  the  average  of  those  years  to  15,521  tons  annually.  These  wore  uU 
iBritisih  vessels. 

lu  IS  10,  the  tonnage  inward  from  the;  United  Statrs  was  as  follows: 

Brititih,  18,378  tons;  American,  76,807  tofis:  total,  i)A,l^o  tons. 

The  average  of  the  years  1820,  1821,  and  1822,  was:  British,  10,464 
ons ;  American,  66,02!)  tons  :  total,  7G,5!):J  tons. 

In  the  yejir  1830,  the  tonnnge  inward  from  the  United  Stat<<s  was  : 
3riti*h,  20,755  tons;  Amer'can, 54,033  tons:  total,  7'),3ss  tons. 

The  tonnage  inward  from  the  United  States  in  J  ^3 1  was  :  British, 
U,307  tons;  American,  10,607  tons:  total,  67,!)34  tons. 

The  decrease  of  tonnage  in  this  ye;ir  was  owing  en'irely  to  commer- 
cial restrictions,  embarrassing  to  trad(;  and  injurious  to  both  purtics. 
The  falling  off'  in  tonnage  between  1810  and  1831  wns  no  less  than 
B6,251  tons,  or  more  than  one-third  of  the  whole  inward  tonnage. 
I  The  absurd  and  injurious  n.'strictions  having  be(;n  removed,  trade 
^nd  navigation  between  the  colonics  and  the  IJnited  Slates  at  once 
evlved;  and  in  1840,  the  inward  tonniige  from  the  United  States  was 
follows:  British,  401,076  tons;  Ajnerican,  i'.67,073  tons:  total, 
>68,749ton3. 

In  the  short  period  of  nine  years,  owing  to  enlarged  freedom  of  trade, 

he  tonnage  between  the  United  Slates  and  the  colonics  increased  more 

ban  thirteen-fold ! 

Following  up  this  increase,  the  tonnage  inward  from  the  United 
Itatesin  1850  was:  British,  972,327  tons;  American,  994,809  tons: 
]»tal,  1,967,066  tons. 

The  astonishing  increase  in  the  nine  years  wliich  preceded  1840, 

ras  followed  in  the  ten  years  which  succeeded  that  period  by  another 

rprising  increase,  amounting  to  more  than  250  per  cent. !     And  now 

Dmmences  the  year  1851. 
The  first  table  hereafter  presented  exhibits  the  description,  quaiitity, 

bd  value  of  the  various  articles  of  domestic  production  ex])orted  Irom 

renty-three  Atlantic  ports  of  the  United  States  to  the  colonies  of  New 

runs'.vick.  Nova  Scotia,  Newfoundland,  and  Prince  Edward  Island, 

bring  the  year  1851. 


fi 


.  should  be  to  create  aiil| 
skisscm  laid  it  down  as  jI 
ndntion  of  a  large  cc#| 
Hording  it  benetieial  em-l 
bout,  in  short,  exten^i^tl 
nvigorate  that  comm  rfti 
navigation  laws  lmveiil| 
id  commercial  supen 
associations,  and  forced 

hatever  V" 

which  yet  exist,  and  seijl 

intercourse  between  Jl 
_.:  intercourse  lias  alrea(lt| 
ery  small  beginning. 


,t 


682 


S.  Doc.  112. 


i',. 


t,  ; 


;  i 


S.  Doe.  112. 


623 


;«IH=§  • 


Hern  i.H  nn  rxport  trade  of  domestic  products  from  ?omo  only  of  our 
Ailantu"  f«rii|)<)rt8  to  thv  lower  colonics  during  the  prist  y('iir,n mounting 
10  more  thiin  two  nnd  a  halt'  millions  oi  dollars.    Yet  this  is  not  t ho 
:ifi2£(c-S  '    b  lS^*bolc  of  the  exports  from  the  ports  indicated  to  those  colonics,  as  will 
iS^^i^^'^  •  '•%   rf  Hbe8t't'»  ''>■  *''^  ^"^'^^  which  follows,  exhibiting  the  description,  (]i)nnti- 
■*"*'"     '^  •■  ■''   "  ■jj^jj„i,l  value  of  the  various  articles  of  foreign  produciion  exported 

liora  the  uainc  twenty-three  ports  to  the  lour  lower  colonies  in  1851. 


i|P  i  i  i  i  i  i 

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«  J3  a  'C  (3 


k;    V     S     OI     ^^  •>•  ~~  .—  .« 


"2  - 


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624 


S.  Doc.   112. 


iii  -  -  i  ^  J 


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S.  Doc.  112. 


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€^ 


6.  Doc.  112. 


'»'"i 


U-   «;       ''1 


To  exhibit  in  a  more  condensed  form,  and  place  the  value  of  tlml 
colonial  trade  in  a  position  to  be  better  understood  and  appreciated  I 
the  following  statement  is  submitted,  showing  the  total  value  of  dotneg.! 
tic  and  foreign  exports,  and  the  value  of  colonial  imports,  in  1851,  de.] 
duced  from  the  preceding  statements. 


Dtitricts. 


PaBsamaqiioddy ^ . 

Portland  and  Falmouth. . 

PenobHcot 

Machias 

PortBttiouth 

Newport 

Providence 

Fall  River 

Fairfield 

Middletown 

New  Luudon 

Marblehead 

Balem  and  Beverly 

Gloucester 

BoBton  and  CharleBtown. 

New  York 

Philadelphia 

Baltimore 

Wilmington 

Elizabeth  City 

Camden 

Edenton 

Savannah  


Exports. 


Domestic. 


$429,669 

32,973 

492 


2,331 


334 


Total. 


14,068 


876, 183 
954,087 
125,350 
172, 530 
1,118 
13, 100 


Total  exports 


Foreign. 


$28,893 
1,617 


1,820 


549 


297,395 

73-^,202 

3,118 


$458,562 

34,590 

492 


4,151 


334 


Imports.     Total  exp«t,| 
and  impom.  f 


$107,402 
22,668 


14,617 


12,271< 


2,634,506 


1,065,594 


1,173,578 

1,686,289 

128, 468 

172,530 

1,118 

13, 100 


12,271 


3,700,100 


494 

12,251 

1,432 

15,886 

10,221 

4,020 

128 

2,122 

6,774 

32, 703 

11,25'J 

949,241 

271,(381 

50,083 

25, 962 


2, 053 
610 


1,526,99U 


t563,9B|l 

49il 
«l| 

16,- 
1,4 
16,  »| 
IO,l»l| 
4,1 

l'2i 
2,1 
6,<7d 
47,! 
11,2 
3,132,8Il| 
1,957,! 

mM 

198,^ 

13,J 

2,« 

f 

12,S 


5,227,« 


The  preceding  table  shows  a  trade  which  has,  almost  without  attrad 
ing  any  portion  of  public  attention,  already  sprung  up,  a'^u  beenaJ 
tended  to  the  amount  of  nearly  five  millions  and  a  quiater  of  doll? 
during  the  past  year. 

To  show  further  the  importance  of  this  same  colon'"'  trade  in f 
■  couraging  our  mercantile  iriarine,  the  following  table  ot  sliip[)in!?.iij 
.ward  and  outward,  during  1851,  to  and  from  nine  ports  of  tlieUnii 
States  only,  and  the  colonies  of  New  Brunswic^^,  Nova  Scotia,  Ne^ 
ifoundland,  and  Prince  Edward  Island,  distinguishing  American 
3riti::h  shipping,  is  also  submitted : 


ace  the  value  of  thig 
3od  and  appreciated,! 

total  value  of  domei!.! 

imports,  in  1851,  ile.| 


1.     ImportR. 

Total  exporti 

and  importi. 

i        $107,402 

t5te,9;i 

)            22,668 

bim 

I     

4% 

494 

4M 

1            12,251 

16,«S 

1,432 

1,« 

4             15,886 

16, 2» 

10,221 

10,2J1 

4,020 

iM 

128 

M 

2,122 

2,12 

6,774 

6,;7i 

17            32,70a 

47,$ 

ll,25t 

11,25 

78          949,24] 

2,m,9 

89          271,  G«] 

L         l,ra,S! 

68            50,08 

i           178,56 

,30            25,96 

I          198,4i 

ifl         

1,1 

00       

13,8 

2,05 

3             2,l» 

6] 

0               9 

571       

..1          12,21 

"^                        i 1 

100       1,526,9S 

)0        5,227,« 

s,  almost  without  atlrad 
sprung  up,  a^u  beem 
and  aquaiter  of  doll 

ime  coloir-^  trade  in  e 

ing  table  ot  ship{)in2.ii 

nine  ports  of  thelnitt 

wic^^.  Nova  Sci)tia,Ne»| 

uaulsliing  American  Ira 


I 


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s 


m 


OS 


te 


OQ 


OS 


02 


^ 


i>^ 


8.  Doc.  112. 


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628 


IS.  Doc.  113. 


This  table  shows  that,  during  the  year  1851,  341,372  tons  of  snip.! 
ping  entered  inward  from  the  lower  colonies  in  nine  Atlantic  pory 
only,  and  that  688,058  tons  of  shipping  cleared  outward  from  tliosei 
ports  for  the  same  colonies;  making,  in  the  whole,  an  aggregati  ofj 
930,030  tons  of  shipping  engaged  in  the  colonial  trade  with  nine  pflj 
of  the  Union  ilone  m  that  year.  I 

In  order  to  show  the  relative  total  amount  of  tonnage  inward  .in  J 
outward  to  and  from  the  principal  seaports  of  the  United  States  iindj 
the  North  American  colo.ines,  the  following  comparative  statement  hasl 
been  compiled,  showing  the  whole  tonnage  inward  and  outward  at  tliel 
ports  named,  in  1851 :      ,  ,  . 


Ports. 

New  York 

Quebec 

Boston 

New  Orleans 

St.  John,N.  B 

Halifax,  N.  S.... 

Philadelphia 

Baltimore 

St.  John,  Newfoundland 


Inward. 


1,448,768 
533,821 
504,501 
328,932 
282,450 
176,802 
159,636 
113,027 
103,016 


Outward. 


1,230,0S2| 
5S6,0!I3| 
50.3,1011 
421,56{ 
324,S2l| 
178,0;f 

i40,nj 

lOowJJ^ 
91,1!)J 


sou 


The  foregoing  comparative  statement  will,  no  doubt,  excite 
surprise  as  to  the  relative  amount  of  shipping  and  navigation  to  the  p: 
,cipal  seaports  of  North  America.  It  proves,  beyond  a  doubt,  and  wii 
out  reference  to  any  other  statement  comprised  in  this  report,  that  u 
British  North  American  colonies  have  industriously  'mproved  the  pxtei 
sive  facilities  and  abundant  resources  they  possess,  and  have  aha 
achieved  the  high  position  of  being  the  fourth,  if  not  the  third,  comiufi 
ciol  power,  in  point  of  tonnage  and  navigation,  in  the  world. 

The  character  of  colonial  vessels  has  improved  within  a  few  ye; 
very  rapidly,  and  they  are  selling  very  readily  in  England  at  remuiiei 
ting  prices,  and  are  found  to  be  as  good  vessels  as  ai'e  built  in  the  worl 
The  St.  John  and  Quebec  ships  take  the  Lad  in  colonial  shipping. 


S.  Doc,  112. 


629 


,  341,372  tons  of  ship-i 
in  nine  Atlantic  poryl 
id  outward  from  those  I 
vhole,  an  aggregate  A 
J  trade  with  nine  poruf 

if  tonnage  inward  ai 
the  United  States  andl 
iparative  statement  hasl 
urd  and  outward  at  tliel 


'     ,  -,'1     ■     *■*■• 


48,768 

33,821 

i04,501 

128,932 

582,450 

L76,802 

159,636 

113,027 

103,016 


1,230,0521 
580,0931 
5O3,10l| 
421,56{ 
324,S21| 
178,0/( 
140,1'J 

mm 

91,19J 


no  doubt,  excite  son 
.nd  navigation  to  the  prii 
eyond  a  doubt,  and  will 
sd  in  this  report,  that  tii 
jusly  'mproved  the  pxtejj 
lossess,  and  have  alie4 
if  not  the  third,  comiiie(| 
,  in  the  world. 
)roved  within  a  few  ycai 
•  in  England  at  remuiien 
3  as  ai-e  built  in  the  vori 

in  colonial  shipping. 


PART  XII 


REVIEW  OF  THE  PRESENT  STATE  OF  THE  DEEP-SEA  FISHERIES  OF 
■  NEW  ENGLAND. 

IrRIPARED  BY  WILLIAM  A.  WELLMAW,  ESQ.,  AS8KTANT  COLLECTOR  OP  THE  PORT  OP  BOSTOV,  UNDER 
THE  DIRECTION  OF  P.  OREELY,  JR.,  ES^.,  COLLECTOR  OF  TH  IT  PORT. 

The  fisheries  of  Massachusetts,  and  of  the  other  New  England  States, 

were  prosecuted  successfully,  and  to  a  great  extent,  long  prior  to  the 

irevolutionary  war ;  and  it  will  be  seen  by  the  treaty  of  1783,  that  they 

occupied  a  prominent  point  in  the  negotiations  tor  peace.     By  tiie  third 

larticle  of  that  treaty  it  was  stipulated,  "that  the  people  of  the  United 

tates  shall  continue  to  enjoy  unmolested  the  right,  to  take  fish  of  every 

ind  on  the  Grand  Bank,  and  on  all  other  banks  of  Newfoundland ;  also 

nthe  Gulf  of  St.  Lawrence,  and  at  all  other  places  in  the  sea,  where  the 

habitants  of  both  countries  used  any  time  to  fish  ;  that  the  inhabitants 

the  United  States  shall  have  liberty  to  take  fish  of  any  kind  on  such 
lart  of  the  coast  of  Newfoundland  as  the  British  shall  use,  (but  not  to 
Cure  or  dry  them  on  the  island;)  and  also  on  the  coasts,  bays,  and 
reeks  of  all  other  of  his  Britannic  Majesty's  dominions  in  America ;  and 
ihat  the  American  fishermen  shall  have  liberty  to  dry  and  cure  fish  in  any 
f  the  unsettled  bays,  harbors,  and  creeks  in  Nova  Scotia,  Magdalen 
slands,  and  Labrador,  so  long  as  the  same  shall  remain  unsettled;  but 

soon  as  the  same,  or  either  of  them,  shall  be  settled,  it  shall  not  be 
wful  for  the  said  fishermen  to  dry  or  cure  fish  at  such  settlement, 

ithout  a  previous  agreement  for  that  purpose  with  the  inhabitants, 
raprietors,  or  possessors  of  the  ground." 

This  article  secured  to  us  the  right  of  the  coast  fishery,  which,  as 

lonies,  we  had  used  and  possessed  in  common  with  the  mother  coun- 
and  under  its  provisions  the  cod  fishery  recommenced  at  the  close 

the  war,  and  continued  to  increase  with  the  encouragement  granted 

i  the  government. 

At  first  a  bounty  was  allowed  on  the  exportation  of  salted  fish,  as  a 

awback  of  the  duty  on  imported  salt;  and  subsequently,  the  present 

stem  of  allowances  in  money  was  established  to  vessels  employed 
ir  a  certain  specified  time  in  the  Bank  and  other  cod  fisheries.  The 
Itateof  Massachusetts  alone  employed  in  the  cod  fishery,  from  1786 

1790,  five  hundred  and  forty  vessels  annually,  measuring  about 
|Venty  thousand  tons,  manned  by  three  thousand  three  hundred  seamen, 

(1  the  v;due  of  their  products  in  fish  exported  to  Europe  and  the  West 

idies  txceedt J  two  hundred  and  forty  thousand  dollars. 

From  this  period  the  fisheries  incr-^nsed,  and  added  largely  to  the 

(le  and  commerce  of  the  North,  until  the  beginning  of  the  comm*- 


W  ■ 


M! 


d  ^ 


080 


i"": 


a  Dci^.  112. 


i^ 


cial  restrictions  which  led  to  the  embargo  of  1808,  and  the  war  with 
England  in  1812.    The  magnitude  of  our  fislh^ries  from  1790  to  1S07,  the 
greatest  periods  of  prosperity,  can  be  realized  by  those  only  who  have 
studied  this  branch  of  American  industry.     Beyond  what  relates  to 
the  value  of  the  wealth  annually  added  to  the  country,  and  the  exten- 
sive  employment  it  gives  to  our  native  seamen,  it  has  claims  on  th' 
protection  of  the  government  as  a  nursery  for  the  hardy  and  darinff 
mariners  who  have  heretofore  manned  our  fleets  and  fought  the  hnttk^ 
of  our  navy.     Some  idea  may  be  formed  of  the  extent  of  the  fisheries 
just  prior  to  the  mercantile  disturbances  of  1808,  from  the  fiict  that, 
duping  the  year  1806,  the  value  of  dried  and  pickled  fish  exported  ex- 
ceeded $2,400,000.     From  this  time  to  the  years  1813  and  1814  it 
dwindled  down  to  less  than  $100,000.     Then  it  was  that  the  war  be- 
tween the  United  States  and  Englmd  almost  annihilated  the  fisheries- 
but  the  navy  was  recruited,  from  the  vessels  laid  tip,  with  that  strennili 
and  daring  which  enabled  it  to  cope  so  successfully  with  its  adversa- 
ries.    When  peace  was  concluded,  the  rights  secured,  under  the  treaty  1 
of  1783,  to  carry  on  the  cod  fishery  on  the  colonial  shores,  was  r^ 
ftised  by  the  British  government.     The  treaty  of  Ghent,  and  the  com- 
mercial convention  subsequently,  are  both  silent  on  this  important  sub- 1 
ject ;  and  it  was  not  until  by  the  convention  of  20th  of  October,  18!8, 
that  we  obtained  the  privilege  to  take  fish  "where  the  inhabitants  of 
both  countries,"  under  all  former  treaties,  claimed  the  right.    And  by 
this  same  convention  it  will  be  seen  that  "the  United  States  renounced 
any  liberty  before  enjoyed  or  claimed  by  them,  or  their  inhabitants,  to 
take,  dry,  or-  cure  fish,  on  or  within  three  marine  miles  of  any  of  the 
coasts,  bays,  creeks,  or  harbors  of  any  of  the  British  dominions  of 
America  not  included  within  that  part  of  the  southern  coast  of  New- 
foundland extending  from  Cape  Ray  to  the  Rameau  islands;  on  the  I 
western  and  northern  coast  of  Newfoundland,  from  Cape  Ray  to  the 
Quiepen  islands;  on  the  shores  of  the  Magdalen  islands;  and  also( 
the  coasts,  bays,  harbors,  and  creeks,  from  Mount  Jolly,  on  the  south  I 
of  Labrador,  to  and  through  the  straits  of  Bellisle,  and  thence  northerly 
along  the  coast." 

We  have,  by  this  agreement,  the  liberty  to  dry  and  cure  fish  in  anyi 
of  the  unsettled  bays,  &c. ;  and  when  settled,  with  the  grant  of 
proprietors  of  the  ground.  Some  of  our  vessels  hr^ve  attempted  to] 
carry  on  the  fishery  as  they  had  been  in  the  habit  of  doing;  Diittiol 
prescribed  limits  of  three  miles  from  the  shore  the  imperial  govern- 1 
ment  decided  should  be  measured  from  the  headlands,  and  not  tromj 
the  interior  of  the  bays,  and  excluded  our  vessels  from  the  passage  orl 
strait  of  Canso,  rnd  denied  our  right  to  land  on  the  Magdalen  islandjij 
thus  driving  off  the  American  fishermen  from  the  usual  fishing  grounds,  I 
and  in  many  instances  seizing  and  confiscating  their  vessels. 

These  proceedings  have  naturally  excited  much  ill  feeling,  especialljl 
with  those  who  have  for  so  long  a  time  resorted  to  those  shores; 
these  onerous  restrictions  are  still  in  full  fierce. 

The  advantages  thus  secured  to  the.  colonial  fishermen  must  iif  iip- 1 

Iiarent;  for  while  our  fishermen  are  compelled  to  go  out  to  the  banks  iif 
afge  vessels,  fitted  at  great  expense,  and  with  crews  averaging  niiiel 
men  to  every  schooner  of  ninety  tons  burden,  and  extending  tteirl 


S.   Doc    112. 


631 


Tovages  for  mnny  weeks,  the  colonists  carry  on  their  fishinc;  entirely 

in'MiKill  bo;its,  with  perhaps  not  more  than  two  nun  In  <-.ili,  who 

return  to  their  shores  at  the  close  of  each  day's  work,  and  land  and 

curetiuir  fish,  \yhich  at  the  close  of  the  summer  are  laden  on  hoard 

Ueir  ships  tor  a  foreign  market.    Our  vessels  return  to  our  ports,  when 

laden  witli  fish,  to  wash  out,  dry  and  cure  their  "fires,"  and  tlu.y  are 

nece-'Siiily  much  behind  their  more  f ivored  competit(»rs  in  seeking  a 

I  market  tor  the  produce  of  their  toilsome  labors  of  the  fishinu:  season. 

In  c()nse(|ucnce  of  these  unequal  privileges,  and  th(!  change  of  policy 

j  of  our  government  with  regiurd  to  a  reduction  of  duties,  tVom  six^cific 

rates  to  a  unitJjrm  ad  valorem  rate  of  twenty  per  centum  on  the  foreign 

cost  of  imported  fish,  our  colonial  competitors  now  supply  our  own 

markets,  as  Miey  did  formerly  the  principal  markets  of  Catholic  Europe 

and  tlie  West  Indies.     And  not  only  our  own  markets  are  flooded  with 

tbreign-caught  fish  for  consumption   and  for  transportation   to  other 

American  markets,  but  the  Atlantic  ports,  since  the  year  184G,  have 

liecomo  depots  of  vast  quantities  of  dry  and  pickled  fish  tijr  cxjJortatUm 

[to  foreign  countries.  ^ 

Prior  to  the  enactments  of  the  tariff  law  of  December,  1840.  and 
Ue  warehousing  act  of  August  of  that  year,  no  drawback  was  allowed 
on  foreign  dried  and  pickled  fish,  and  other  salted  provisions,  or  fish- 
loil;  and  so  far  as  relates  to  the  drawback  of  the  duties  jxiiil  on  said 
larticles,  the  prohibition  of  the  4th  section  of  the  act  of  April  127,  1S16, 
lis  presumed  to  be  in  force.  But  its  provisions  are  entirely  nullified  by 
Ithe  operations  of  the  warehousing  act,  which  allows  f()reign  ti.<h  to  be 
jimportcd,  and  entered  in  bond,  and  exported  thence  without  the  innjmcnt 
Iflf  anij  duties. 

I   By  the  statement  marked  No.  1,  appended  hereto,  of  the  iMi])orts  of 

jyi  into  this  port,  from  1821  to  1851,  it  will  appear  that  during  the 

first-named  year  only  six  quintals  of  dry  fish  and  eighti/scccn  bmrels  of 

pickled  fish  were  imported;  and  that,  during  the  first  fiscal  yeiir  after 

the  piissage  of  the  tarifiof  1840,  nonrly  J'uu7'fce?i  thoumnd  quint.dsof  dry 

' \\  ivnA.  f<)rt>i-tu)()  thoysond  barrels  of  pickled  fish  w'cre  imported;  the 

Iforeign  eo-^t  *)f  which  was  a  fraction  short  of  §200,000.     Statement  No. 

I  exhibits  the  exports  from  lto43  to  1851,  by  which  it  appears  that  in 

|lS43,  iS44,  1845,  and  1840,  not  any  fi  reign-caiight  fish  was  (>xported  ; 

and  1'  ^  the  value  of  the  exports  of  American  fisheries  averaged  halt  .'. 

3ii!ion  o'  dollars  annually.     The  same  statement  shows,  that  fron 

lSi7  i.i  ISol,  there  were  exported  trom  this  port  03,810  ciuintals  ot 

ry  fisli,  and  92,524  barrels  of  pickled  fish,  all  of  which  were  entered 

urJer  the  pro\isious  of  the  warehouse  act,  and  conseijuently  exported 

Rithoiit  paying  any  duties. 

These  tiu'ts  most  strikingly  illustrate  the  hard  lot  ot  our  fishermen, 

ho  are  denied  equal  competition  on  the  fishing  grounds,  and  are  like- 

fkise  deprived  of  the  discrimination  in  their  favor,  extended  to  them  tor 

nore  th:in  h  df  a  century,  by  the  general  government ;  consetjuently, 

tlie  reiiuhs  ol"  their  adventures  are  diminished  from  year  to  year,  as  the 

borne  markets,  as  well  as  tlie  tbreign  markets,  are  being  SLq)plied  by 

rriifiiers  with  t()reign-caught  fish. 

Stutenient  No.  3  exhibits  the  quantity  and  value  of  dry  fish  imported 


i 


.'■■Wf 


082 


S.  Doc.  112. 


1. ) 


tiir   ' 


and  warchousod  for  the  fiscal  years  1847  to  1861,  inclusive,  and  the 
disposition  made  of  the  same. 

BtJitemcnt  No.  4  shows  the  same  for  pickled  fish. 

By  the  first  it  will  be  seen  that  twenty-seven  thirty-fourth  pnrts  of 
the  whole  importation  were  exported;  and  by  the  second,  that  nl'typef 
cent,  of  the  iinpoits  were  shipped  out  of  the  country,  to  the  exclusion 
of  American  fish.  These  facts  aje  so  very  striking,  that  comment  is 
deemed  unnecessary. 

Statemoiits  Nos.  6,  6,  and  7,  exhibit  the  quantity  and  value  of  each 
kind  of  fisli  imported  into  the  United  States  from  1843  to  1850  inclu- 
sive,  and  Jilso  the  exports  for  the  same  years,  of  both  foreign-cau4t 
and  American  fisheries.  In  the  table  No.  6,  the  increase  of  imports 
will  sufficiently  appear ;  and  I  have  to  call  your  particular  attention  to 
table  No.  G,  in  which  will  be  seen  that  in  1843  no  forci/m  dry  fish  was 
exported  from  any  port  in  the  United  States,  and  only  one  hundred 
and  three  barrels  of  pickled  fish;  and  even  down  to  184G,  the  small 
amount  of  ^e«  quintals  only  were  exported.  The  following  year,  1847 
thirty-fuc  ihoiisand  (fUintals  of  dry  and  fourteen,  thousand  barrels  of 
pickled  fish  were  exported,  and  the  annual  exports  have  gone  on  in- 
creasing from  that  time  to  the  present;  the  quantity  of  pickled  fish  for 
1850  being  over  ffiMiinc  thousand  barrels.  Table  No.  7,  shows  the 
qu^mtity  and  value  of  American-caught  fish  exported  to  all  countries 
for  the  sume  years. 

1  also  appc  nd  table  No.  8,  which  shows  the  whole  quantity  of  pic- 
kled  fish  inspected  at  the  various  fishing  towns  in  Massachusetts  from 
1838  to  1850  inclusive.  This  document  is  compiled'  to  exhibit  the 
magnitude  of  this  branch  of  the  fisheries  in  this  Commonwealth,  and 
the  interest  Massachusetts  citizens  have  in  the  proper  regulation  of  the 
fisheries. 

I  also  append  hereto  statement  No.  9,  of  the  tonnage  of  vessels 
employed  in  the  fisheries  of  the  United  States  for  the  years  1843  to 
1850  inclusive,  designating  the  tonnage  employed  in  the  cod  fishery, 
mackerel  fisher}^  and  of  vessels  under  twentj'  tons  burden  in  the  cod 
fishery,  and  also  register  tonnage  in'  the  whale  fishery,  together  with 
the  aggregate  tonnage  of  the  whole  countrj''  for  each  period,  by  which 
a  comparison  can  be  made,  at  a  glance,  of  the  relative  tonnage  in  each  I 
employment,  with  the  entire  tonnage  of  the  United  States. 

In  the  year  1815,  the  year  after  the  termination  of  the  late  war  with  I 
Great  Britain,  the  fishing  tonnage  of  the  United  States  did  not  exceed 
fifteen  thousand  tons ;  in  1835,  twenty  years  afterwards,  it  reached  one 
hundred  and  fourteen  thousand  tons;  in  1S45  it  was  two  hundred  and 
eighty-seven  thousand  tons;  and  from  1846  to  1850,  it  increased  about 
nine  thousand  tons  only,  including  the  whale  fishery. 

Although  the  cod  and  mackerel  fisheries  were  each  regarded  n  trade 
or  employment  within  the  true  intent  and  meaning  of  the  32(1  section 
of  the  act  of  1793,  the  authority  to  issue  licenses  for  the  mackerel  fish- 
ery was  first  granted  by  the  act  of  Congress  of  24th  of  M;iy,  1S2S,  bj 
which  it  was  proposed  to  keep  the  two  employments  distinct.  But 
every  year's  returns  show  that  vessels  so  licensed  have  been  engaged 
In  catching  cod  fish;  and  the  owners  of  such  vessek*  have  in  many  dis- 
tricts obtained  tlie  bounty  allowed  to  vessels  in  the  cod  fishery,  by  de- 


S.  Doc  113. 


inclusive,  and  the 


hirty-fourth  parts  of 
second,  that  lil'typef 
iti  Vi  to  the  cxduiiion 
ng',  that  comment  is 

ty  and  value  of  each 
n  1S43  to  1850  inclu- 
'  both  foreign-caught 
!  increase  of  imports 
particular  attention  to 
)  forcv^  dry  fish  was 
nd  only  one  hundred 
vn  to  184G,  the  small 
following  year,  1847, 
.  thousand  barrels  of 
irts  have  gone  on  in- 
tity  of  pickled  fish  for 
able  No.  7,  shows  the 
lorted  to  all  countries 

whole  quantity  of  pic- 
in  Massachusetts  from 
mpilcd'  to  exhibit  the 
?  Commonwealth,  and 
iroper  regulation  of  the 

le  tonnage  of  vessels 

for  the  years  1843  to 

'ed  in  the  cod  fishery, 

tons  burden  in  the  cod 

fishery,  together  with 

each  period,  by  which 

3lative  tonnage  in  each 

ted  States. 

onofthe  late  war  with 

I  States  did  not  exceed 

rwards,  it  reached  one 

w;is  two  hundred  and 

850,  it  increased  about 

hery. 

I  each  regarded  n  trade 
ningofihe  32d  section 
s  f()r  the  mackerel  fish- 
24thofM;iy,lS2S,bj 
ovments  distinct.  But 
sed  have  been  engad 
ssek-  have  in  many  dis- 
the  cod  fishery,  by  de- 


ducting the  time  employed  in  mackerel  fishing,  if  the  timr  required  fbf 
bounty  was  otherwise  made  out  between  the  last  day  of  Febnmry  and 
the  last  day  of  November,  in  the  year  employed.     The  consequence 
I  has  been,  that  within  the  customary  range  of  a  fishing  voyage  both  cod 
[  and  mackerel  have  been  taken,  without  regard  to  the  tenor  of  the  license, 
and  the  collectors  generally  have  paid  the  full  bounty  allowed  by  law 
to  those  employed  exclusively  in  the  cod  fishery.     It  would  therefore 
appear  from  the  legal  history  of  the  fishing  bounties  and  allowances,  and 
from  the  constructions  and  understanding  of  them  by  the  various  offi- 
cers whose  duty  it  is  to  execute  them,  that  the  whole  system  requires 
revision.    The  regulations  for  dividing  the  proceeds  of  the  fishing  voy- 
ages, instead  of  paying  monthly  wages  to  the  crew,  are  too  frequently 
evaded  by  a  hirge  number  of  vessels ;  and  notwithstanding  all  the  vigi- 
lance of  the  officers  of  the  revenue,  it  is  quite  doubtful  if  the  actual  fish- 
ennen  now  derive  much  if  any  benefit  from  the  large  sums  annually 
paid  out  of  the  treasury  for  fishing  bounties.     I  regard  it  of  great  im- 
Iportance  to  cherish  this  branch  of  industry,  and  would  not  recommend 
Itliat  anything  should  be  adopted  which  would  impair  its  prosperity ;  but 
jl  am  so  strongly  impressed  with  the  conviction  that  those  most  inter- 
lested  in  the  business  would  be  benefited  by  a  more  thorough  supervision 
lof  bounty  claims,  that  1  do  not  hesitate  to  urge  its  consideration  upon 
Ithe  department.  • 

I  The  second  act  passed  by  Congress  after  the  establishment  of  gov- 
lemment — ^J  uly  4th,  1789 — allowed  abounty  on  dried  and  on  pickled  fish, 
land  on  salted  provisions,  exported  to  any  foreign  country;  and  this. act 
Icontinued  in  force,  with  the  modifications  contained  in  the  acts  of  Au- 
ust  4th  and  the  10th  of  August,  1790 ;  of  the  18th  of  February  and  8th 
of  July,  1792;  2d  of  March,  1799;  12th  of  April,  1800;  and  finally  re- 
ealed  by  the  abolition  of  the  salt  duty,  March  3d,  1807.  From  1807 
I  July  29th,  1813,  there  were  no  bounties  or  allowances  to  fishing  vessels. 
Phis  last  act  restored  the  fishing  bounties  without  granting  any  allow- 
mce  or  drawback  on  the  exportation  of  salted  beef  and  pork ;  and  the 
tales  allowed  were  increased  by  the  act  of  March  3d,  1819,  according 
)  which  all  payments  are  now  made. 

Ihave  thus  summarily  traced  the  history  of  legislation  in  regard  to 
Ihis  subject,  in  order  to  show  the  share  of  public  attention  given  to  it, 
Ind  as  preparatory  to  giving  a  comparative  view  of  the  sums  paid  by 
government  as  bounties  under  the  various  acts  of  Congress. 

It  appears  that  for  the  year  ending  December  31st,  1791,  the  sum  of 
129,682  11  was  paid  as  bounties  on  salted  provisions  and  pickled  fish, 
but  nothing  was  paid  to  vessels  employed  in  the  fisheries  prior  to  1793, 
ffhenthe  sum  paid  was  nearly  $73,000.     For  the  year  1806,  the 
lum  of  $37,000  was  paid  on  salted  provisions,  &c.,  and  $103,000  to 
Vessels  employed  in  the  fisheries,  making  a  total  of  about  $200,000. 
during  the  years  1812,  '13,  and  '14,  no  payments  were  made.     In 
[815,  only  $1,800  were  paid;  but  in  1820,  the  first  year  after  the  opera- 
Ion  of  the  act  of  1819,  the  sum  paid  amounted  to  $209,000.     The 
nount  now  paid  annually  is  not  far  from  $320,000.     By  the  abstract 
erewith,  number  10,  it  will  be  seen  that  ai  this  port  aloae  there  have 
een  paid  more  than  two  millions  of  dollars  lor  bounties  since  the  year 
641.    The  sums  paid  to  vessels  licensed  at  Boston  I  have  separated 


99* 


S.  Doc.  112. 


1 , 


from  the  amounti  pnid  (or  drafts  druwn  by  collccttirs  of  other  dlstricu 
dt'Hignutin^  the  purticuliirM  nnd  the  aggregates  fiir  each  year  and  lir  the 
whole  period,     it  will  be  seen,  likuwide,  that  while  the  allowan* cs  have 
continued  to  decrease  at  Boston,  at  almost  every  other  place  tljcy  Imy^ 
increased.    At  this  [X)rt,  for  Hcverul  years  ptist,  an  iii.^))ector  lias  h,;.^ 
detailed  at  the  comtnencement  of  the  fishing  season,  whose  whole  dinv 
it  is  to  look  after  vessels  engaged  in  the  fisheries,  and  to  note,  from  dny 
to  (hiy,  every  vessel  in  port,  and  all  the  particulars  relating  to  lur  busi- 
ness, and  at  thceloseof  the  season  the  facts  collated  are  couuiiiiiiiciitKJ 
in  detail  to  th   collectors  of  the  respective  ports  whence  licenses  wire 
granted.     Under  the  instructions  of  the  department  of  Fehruiny  ^wj 
1842,  a  certificate  has  been  recjuired  previously  to  tlie  vessel's  tlcpurt. 
ure,  setting  forth  her  seaworthiness  and  a  description  of  fishing  jr,  ir 
&c.,  and  such  a  certificate  has  been  regarded  here  as  a  necessiiry  m. 
requisite  to  the  obtaining  the  bounty.     The  journal  of  the  vessel,  to  be 
sworn  to  by  the  master,  has  also  been  required,  as  directed  by  iiistruc 
tiona  of  22d  of  December,  1848;  and  the  list  circular  on  this  subject,  of  I 
September  17,  1861,  as  modified  by  circular  of  December  11,  lS5i,[ 
will  be  strictly  enforced,  and  applied  in  the  liquidation  of  allcluiiiislbrl 
tlie  bounty  during  the  past  season. 

If  time  permitted,  other  mutters  might  be  examined  and  stated,  bear- 
ing on  this  subject,  but  they  would  little  aid  or  strengthen  the  infer- 1 
ences  to  be  drawn  from  the  facts  submitted.  The  exten:,  cli;iracier,f 
and  value  of  the  fisheries,  in  connexion  with  the  trade  and  eomimnel 
of  the  British  North  American  provinces,  will  appear  in  an  <'x;iiniua-j 
tion  of  the  statistical  tables  which  form  a  part  of  this  report ;  and  Iruiai 
an  examination  of  the  existing  treaties  bearing  on  the  fisheries,  the  re- 1 
atrictions  and  inequalities  under  which  American  fishermen  purswl 
t|ieir  business  will  be  apparent.  It  follows,  therefore,  that  to  saurel 
anything  like  reciprocal  trade  between  the  United  States  andtliosel 
provinces,  a  more  liberal  policy  on  the  part  of  the  British  govcrnracal 
in  regard  to  the  fisheries  must  first  take  place.  So  long  as  our  citizcDsl 
are  compelled  to  conduct  the  fishing  t  siness  from  their  vessels  in  m 
open  sea,  and  tlie  colonists  are  permitted  to  land  on  any  of  the  sborcJ 
inhabited  or  uninhabited,  and  set  up  their  fishing  stations,  and  tarry ot| 
their  employment  from  the  land,  and  American  vessels  are  denied  tJiej 
free  navigation  of  the  St.  Lawrence,  the  Gut  of  Canso,  the  shore  fistl 
ries,  and  other  advantages  claimed  by  the  colonists,  under  the  siinctii)i| 
of  these  treaties,  it  is  believed  that  our  government  cannot  adopt  aiij| 
measures  tending  to  additional  benefits  to  the  commerce  of  the  coloiiieil 

I  also  transmit  abstract  (No.  11)  offishing  vessels  lost  durinf^  thcpaii| 
season,  their  tonnage,  loss  of  lite,  &c.,  as  returned  by  the  collector: oil 
the  several  ports  therein  named. 

Custom  House,  Boston,  January  7,  1852. 


S.  Doc.  112. 


aa^ 


tors  of  otljcr  dislrlcu, 
each  y»'«ir  uiul  tor  ilie 
the  ullovvant  (-8  have 
[>lher  place  tiny  have 
un  ins[)eclor  hits  litn 
jn,  whose  whole  duty 
and  t(i  noU-S  tromdny 
:8  relating  to  her  husi- 
ted  arc  eonunmiiiated 
whence  heendes  were 


ption  of  lishins  >!;r;ir, 
!re  as  a  necessiiry  pn- 
nal  of  the  vesst.l,  lo  be  | 
as  directed  hy  insiruc- 
cular  on  this  &ul))fct,of 
)f  December  11, 1S51, 
lidation  of  uU  claims  tot  | 

mined  and  stated,  War- 
3r  strengthen  the  infer- 
The  exten:,  clmracler, 
he  trade  and  commerce 
.  appear  in  an  cxamma- 
jf  this  report;  and  t'na 
[  on  the  fisheries,  the  re- 
rican  fishermen  pursue 
herefore,  that  to  secure 
United  States  antliliose 
the  Britisli  governraenl 
So  long  as  our  citizens 
from  their  vessels  in  the 
lid  on  any  of  the  shores, 
ng  stations,  and  carry  oe 
in'vessels  are  denied  tit 
3f  Canso,  the  shore  tisb 
mists,  under  the  sanctioi 
•nment  cannot  adootaflt 
commerce  of  the  colom 
esselslost  during  the  pail 
irned  by  the  collector:  d 


The  f(»llowing  statement  sliows  the  allowance's  to  vessels  employed  in 
I thf  fisheries  and  bounties  on  pickled  fish  ex|»orte(l,  from  Jaimary  1, 
10:20,  tu  June  30,  1861 : 


Yean. 


|To  31st  Decemb(;r, 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do :. 

Do 

mos.  to  June  30, 

Do.. 

|ear  ending  June  30, 
Do 


Do. 
Do. 
Do. 
Do. 
Do. 


1820. 
1821. 
1822. 
1823. 
1S24. 
1825. 
1820. 
1827. 
1828. 
1829. 
1830. 
1831. 
1832. 
1833. 
1834. 
1835. 
1836. 
1837. 
1838. 
1839. 
1840. 
1841. 
1842. 
1843. 
1844. 
1845. 
,1846. 
.1847. 
,1848. 
.1849. 
.1850. 
.1851. 


Alli)wan«*«>ii  toTRDiu!)* 
uinployud  iu  tbu  HmIi- 


$197,834  03 
170,052  92 
149,897  83 
170,700  08 
208,924  08 
198,724  97 
215,859  01 
200,185  55 
239,145  20 
201,009  94 
197,042  28 
200,428  39 
219,745  27 
245,182  40 
218,218  70 
223,784  93 
213,091  03 
250,181  03 
314,149  49 
319,852  03 
301,629  34 
855,140  01 
235,013  07 
109,932  33 
249,074  25 
289,840  07 
274,942  98 
270,439  38 
243,432  23 
280,703  77 
287,988  75 
328,265  01 


Ikiuntie*  nit  pirk- 
l)'<l  ti«h  exptJiW 
«m1. 


7,725,373  13 


$11,168  71 

11,107  80 

11,158  30 

10,988  60 

10,162  80 

10,660  60 

13,640  40 

8,879  20 

9,026  23 

9,007  60 

9,073  10 

13,406  20 

14,392  00 

13,284  43 

10,802  21 

9,536  80 

6,731  80 

7,360  42 

5,474  30 

4,743  50 

4,953  90 

4,760  40 

5,629  30 

3,315  05 

6,663  60 

4,174  20 

5,540  60 

6,488  20 

747  80 

68  40 


30  00 


241,936  36 


M.  NOURSE,  Acting  Register. 
|Treasury  Department, 

Register's  Office,  August  11,  1852. 


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IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


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a  Doc.  112, 

No.  1. 


Iittports  of  dried  and  pickled  Juh  ir4o  the  port  of  Boaton  during  thejical 
years  ending  June  30,  from  1821  to  1851. 


Tear. 


1821 
1830 
1840 
1843 
1844 
1845 
1846 
1847 
1848 
1849 
1850 
1851 


Dried  fiah. 


Quintftla. 


6 

37 

575 

169 

125 

684 

430 

13,822 

20,774 

723 

7,013 

3,424 


47,782 


Value. 


$13 

389 

3,937 

1,989 

1,340 

3,933 

2,798 

22,424 

48,262 

2,851 

15,244 

8,463 


111,643 


Pickled  fiRh. 


,  Barrels. 


87 

351 

7,845 

9,667 

26,047 

21,322 

17,598 

41,456 

72,419 

34,597 

55,886 

92,312 


379,587 


Value. 


1245 

2,591 

76,194 

39,796 

170,585 

194,948 

155,264 

199,171 

322,730 

189,695 

301,904 

473,005 


2,126,128 


P.  GREELY,  Jr.,  Collector. 
Collector's  Office, 

JJoston,  December  17,  1851.  * 


Boston  during  thefycal 
to  1851. 


Pickled  fiflh. 

,  Barrel!. 

Value. 

87 

1245 

351 

2,091 

7,845 

76,194 

9,667 

39,796 

26,047 

170,585 

21,322 

194,948 

17,598 

155,264 

41,456 

199,171 

72,419 

322,730 

34,697 

189,695 

55,886 

'      301,904 

92,312 

473,005 

379,587 

2,126,128 

REELY,  Jr.,  Collects. 


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S.  Doc.  112. 

No.  11 — Continued. 

DISTRICT  OF  PORTLAND. 


Denomination  and  names  of 
TeMeli. 


Scliooner  Regulator 

Bcliooner  WnsliiDgton 

Hcliooner  Deliglit  in  Peace . 

Bciiooner  Eliiabetli 

Schooner  Triumpli 

Schooner  Hicliory 

Schooner  Caledonia 


Masters  of 
ressels. 


None  given. 
, do.... 


do. 

do. 

do. 

do. 

do. 


Tonnage, 


49  85 
52  08 

51  21 
35  66 

52  29 
40  74 
87  56 


No.  of 
men. 


8 
lU 

8 

6 
12 

8 
14 


369  54      66 


Value. 


$600 
800 

1,000 
600 

1,600 
40U 
600 


5,600 


uflON. 


None., 
...do.., 
..  .do.., 
...do.., 
..  .do.  ..I,,  ,ifi^^ 

•••do...  ...do." 

•••do...  ...do 


Totil. 
...do.. 
•••d«.., 
••■d«... 


DISTRICT  OF  BARNSTABLE. 


Denomination  and  names 
vessels. 


Schooner  William  Gray... 

Schooner  Belle  Isle 

Schooner  Rival 

Schooner  Nettle 

Schooner  £.  M.  Shaw 

Schooner  Franklin  Dexter. 

Schooner  Hamilton 

Schooner  Grafton 

Schooner  Telegraph 

Schooner  Melrose,  and 
other  vessels  in  this  dis- 
trict, partial  loss 


Masters  of 
vessels. 


None  given. 

do.... 

, do.... 

do.... 

!■•■••      Uff    •      •      •      • 

do.... 

do.... 


.do. 
.do. 


.do. 


Tonnage 


57  08 
103  82 
47  76 
66  92 
82  20 

63  13 

64  22 
78  22 


563  50 


Number  of 
crew  lost, 


16 
10 
11 


43 


Value. 


$1,000 
3,000 
1,400 
3,000 
3,000 
2,200 
2,500 
3,000 


19,100  24, 


AmooM 


3,0 

3,(K«  I 
3,0 

2,a  , 

2,500 
3,0ft) 


5,0011 


DISTRICT  OF  PORTSMOUTH. 


Denomination  and  names 
of  vessels. 


Schooner  Ballerma 

Schooner  Banner 

Schooner  Burlington 

Schooner  Harvest  Home. 

Schooner  Wellington 

Schooner  Oscar  Coles  ... 


Masters  of 
vessels. 


None  given . 

do.... 

do.... 

......do.... 

, do.... 

, do.... 


Tonnage 


59  00 
33  00 
96  00 
66  00 
74  00 


328  00 


Number  of 
crew  lost. 


6 

6 

13 

10 

10 


47 


Value  of 
vessels 


$1,600 

500 

1,500 

2,500 

1,500 


7,600 


Value  of 
cargo 


$900 
500 

2,800 
900 

3,500 


Amoiwl 
ofluM. 


Totjl 
..do.., 


8,600 


16,  Ot 


LE. 


ler  of  I 
lout. 


Value. 


•^ 

V 


I 


16 
10 
11 


43 


19,100 


Annm  I 
uf  W 


$1,000  1 1  II.M«| 

3,000   3,0 

1,400   1,4   . 

3,000  I I  3,«(1| 

3,000 

2,200   2,2I» 

2,500   %'^ 

3,000  1 3i 


5,m 


24,  IW 


a  Doc.  112. 

No.  11 — Continued. 
DISTRICT  OF  PA88AMAQU0DDY. 


659 


Denominatiun  and  names 
of  TewtcU. 

Manteri  of 
veMels. 

Tonnage. 

Number  of 
crew  loit. 

Value  of 
Teiael. 

Value  ol 
outAU, 

Total. 

s^fhooner  America 

NoDo  given . . . 

43  31 
46  61 
54  09 

9 

8 

None .... 

1700 

000 

1,300 

$400 
40<» 
300 

$1,100 
1,000 

1,600 

143  91 

17 

3,600 

BECAriTULATION. 


Denomination  and  namen  of  vonels. 


Plit4ct  of  Glouceiter 

District  of  Penobscot 

Diitrict  of  Portliuid 

Diitrict  of  Barnstable 

:  Diitrict  of  Portsmouth 

I  Diitrict  of  PaiBumaquoddy 

T«jtal 


Number  of 
vessels. 


9 
14 

7 
10 

6 

3 


49 


Tonnage. 


629  49 
696  01 
369  54 
663  50 
328  00 
143  91 


2,730  53 


Loss  in  dol- 
lars. 


19,366 
14,400 

5,600 
24,100 
16,200 

3,600 


83,266 


Loss  of 
life. 


24 
22 
66 
43 
47 
17 


219 


P.  GREELY.  Jr.,  CoUeetor. 
Collcotor's  OrncK, 

Diitrkt  qf  Botton  amt  (^or/MtowN,  Jan«ary  1, 1852. 


7 


,i| 


i 


I  'I'r 


UTH. 


nber  of 
IwloBt. 


8 
6 
113 
10 
10 


Value  of  Value  of 
vessels.  1  cargo 


AinouK 
oflw 


$1,600 

500 

1,500 

2,500 

1,500 


$900   Total 

500 

2,800 

900 

3,500 

..do.. 


7,600  1    8,600 


16,W 


'    i 


S.  Doc.  113. 


661 


PART    XIIL 


THE  FRENCH  FISHERIES  AT  NEWFOL  NPIAND. 

The  recent  movements  in  France  in  regfird  to  Ixiuntiea  on  fish  caught 
;il  Newfoundland,  and  exported  to  foreigri  countries,  are  sin^lurly 
interesting  ut  the  present  time,  Iwcause  it  will  be  found,  from  what  fol- 
lows, that  the  changes  which  take  place  during  the  present  year  in  the 
iillowance  of  those  bounties  are  cnleulnted  to  exercise  a  powerful  eflect 
on  the  deep-sea  fisheries  of  the  United  States.  Hereafter  we  are  to 
have  fish,  caught  and  cured  by  citizens  of  France,  entering  our  markets, 
under  the  stimulus  of  a  large  bounty,  to  compete  with  the  fish  caught 
and  cured  by  our  own  citizens.  This  altogether  new  and  unexpected 
movement  on  the  part  of  France  has  already  attracted  attention  and 
excited  much  interest  among  the  fishermen  of  the  New  England  States. 
As  affecting  an  important  branch  of  the  industry  of  our  people,  this 
change  in  the  policy  of  France  will  be  reviewed  somewhat  at  length, 
in  order  that  the  whole  matter  may  be  fully  understood.  The  law  of 
France  which  granted  bounties  to  the  sea  fisheries  being  about  to  expire, 
the  project  of  a  new  law  was  submitted  to  the  National  Assembly  on 
the  20th  December,  1850,  by  Monsieur  Dumas,  Minister  of  Agricul- 
ture and  Commerce,  and  Monsieur  Romain-Desfosses,  Minister  of  Ma- 
rine and  Colonies.  At  the  same  time,  these  ministers  submitted  to  the 
National  Assembly  an  able  report  on  the  deep-sea  fisheries  of  France, 
and  a  variety  of  interesting  statistical  returns,  translations  of  which  are 
embodied  herewith. 

It  is  set  forth,  among  other  things,  b  7  the  Minister  of  State,  that  the 
Iwunties  paid  by  France  during  the  nine  years  from  1841  to  1860, 
inclusive,  fi)r  the  cod  fishery  only,  had  amounted  to  the  mean  annual 
average  of  3,900,000  francs.  The  number  of  men  employed  in  this 
fishery  annually  amounted  to  11,600  on  the  average.  The  annual  ex- 
pense to  the  nation  was,  therefore,  338  francs  per  annum  fijr  each  man. 
France  trains  up,  in  this  manner,  able  and  hardy  seamen  for  her  navy, 
it  is  said,  who  would  cost  the  nation  much  more  if  they  were  trained 
to  the  sea  on  board  vessels-ot-war. 

The  proposed  law  and  report  of  the  ministers  of  State  who  intro- 
duced it  having  been  submitted  to  a  committee  of  the  National  Assem- 
bly, a  report  thereon  was  presented  by  Monsieur  Ancet,  the  chairman, 
on  the  3a  day  of  May,  1861,  a  translation  of  which  is  as  follows: 

Report  rendered  in  the  name  of  the  commission  for  the  inquiry  into  the 
frojected  law  relating  to  the  great  seafsheries,  by  M.  Ancet,  rcj/resentative 
(if  the  people.     Session  of  May  3,  1851. 

Gentlemen:  The  commission  to  which  you  intrusted  the  examina- 
tion of  the  projected  law  in  relation  to  the  great  sea  fisheries,  presented 


iff, 


't    ,  \ 


1^ 


,r: 


662 


S.  Doc.  112. 


by  the  Ministers  of  Marine  and  Commerce,  has  devoted  itself  to  fhr 
said  examination  with  all  the  attention  which  its  importjince  ilcniandifl, 
It  has  heard  delegates  from  all  the  ports  out  of  wljich  the  vesHj'Jn  nri- 
equipped.  It  has  consulted  the  attested  reports  of  the  remarkahio  djm 
cussions  held  by  the  Counsel  of  State,  as  well  as  the  delilxirationH  of 
the  commission  formerly  appointed,  under  the  honorable  Mr.  Ducos,  ju 
president ;  deliberations  which  served — if  one  may  so  speak — m  t|i,. 
oasis  for  this  project ;  and  to  conclude,  it  is  only  after  comin<>[  to  a  pi-r- 
feet  understanding  with  Messieurs  the  Ministers  of  the  Marine  jirid 
Commerce,  and  the  Director  General  of  Customs,  that  we  lay  bcfijrt' 
you  the  result  of  our  labors. 

Your  commission,  messieurs,  has  not  thought  for  a  moment  that  tlir; 
encouragement  granted  to  the  great  fisheries  can  be  rc^garded  oh  any 
exclusive  favor  or  protection  to  any  one  form  of  industry.  UnqmjMtion- 
ably,  the  industry  exerted  in  the  fisheries,  and  the  commercial  uctivitv 
arising  from  it,  becomes  a  very  considt-rabie  element  of  eniploymeni 
and  comfort  to  a  numerous  class  of  people,  but  this  consideration  an. 
peaxs  to  us  entirely  secondary  and  insufficient  to  justify  the  fUvorg  of 
especial  legislation. 

We  conceive  that  such  industrial  employments  as  can  prosper  only 
at  the  expense  of  the  public  treasury  snould  not  exist;  and  that  \\ip 
intervention  of  the  State,  in  the  form  of  aid  and  bounties,  can  be  justified 
only  by  considerations  of  general  and  public  interest.     It  is  not,  then;. 
fore,  a  commercial  law  that  we  have  the  honor  to  propose  to  the  At. 
sembly,  but  rather  a  maritime  law — a  law  conceived  for  the  advance- 
ment  of  the  naval  power  of  this  country;  for  it  is'in  this  point  of  view 
only,  that,  in  our  opinion,  the  encouragement  granted  t(j  tlu;  great  Mic- 
ries  ought  to  be  maintained.     France,  seated  on  the  three  most  import- 
ant seas  of  Europe,  must  continue  a  maritime  power.     The  memory  of 
her  history,  the  genius  of  her  inhabitants,  the  variety  of  her  prmluctionn, 
the  easiness  of  her  communications  with  the  rest  of  the  continent,  ariij, 
yet  more,  the  interests  of  her  greatness  and  of  her  pniponderuiice  in 
the  world,  command  this. 

Nevertheless,  the  loss  of  her  most  magnificent  colonies  has  occa«iond 
iiTeparable  injury  to  the  commercial  marine,  which  is  an  esscntiul  (jIp- 
ment  of  naval  power.  Treaties,  which  became  inevitable  in  the  (mm 
of  time,  have  successively  robbed  her  of  the  most  valuable  ohjctiHof 
freight.  Cotton  belongs  to  the  Americans,  coal  to  the  English;  and  iit 
the  present  moment,  the  shipments  of  sugars,  our  last  resource  for  di«- 
tant  navigation,  seem  to  be  daily  growing  less  and  less. 

The  great  fisheries  still  remain  to  us;  and  in  order  to  preserve  thnm, 
we  must  continue  the  encouragements  they  have  received,  (!ven  at  p* 
.riods  when  a  commercial  and  colonial  prosperity,  infinitely  superior!') 
that  now  existing,  multiplied  our  shipping,  and  created  ahuntlancd « 
seamen.  It  is  on  our  fisheries  that  at  this  day  repose  all  tlu;  moHt  scri* 
ous  hopes  of  our  maritime  enlistments. 

In  fiict,  the  fisheries  give  employment  to  a  great  number  of  men, 
whom  a  laborious  navigation,  under  climates  of  extreme  rigor,  spccdilj 
forms  to  the  profession  of  the  sea. 

No  other  school  can  compare  with  this  in  preparing  them  so  well 
and  in  numbers  so  important,  for  the  service  of  the  navy. 


S.  Doc.  112.  668 

Thus  it  appears  from  the  crew  lists  of  our  marine,  that  the  average 
nniiibcrs  of'incn  employed  by  the  one  hundred  kilogrammes  of  tonnage, 
ill  w'i'iinercial  vessels,  are  as  follows: 

Kor  long  coasting 6nien. 

F<»r  fbr<!ign  voyages f. . . . , 8     " 

F')r  short  coasting H     ^t 

K(»r  lisliery  on  the  Grand  Banks 13     ♦< 

For  liwheiy  at  Iceland 17     *« 

For  (ifthery  at  St.  Pierre  and  Mi(juelon 18     " 

F(»r  (isliery  on  the  coasts  of  Newfoundlantl 30     " 

These  figures  clearly  prove  the  considerable  share  which  cod-fishing 

IriirK  in  the  development  of  our  maritime  enlistments.     If  it  were  ne- 

i  (CMiiry  to  confirm  llie  fact  yet  more  strongly,  we  should  say  that  table 

,V).2,  iippendod  to  this  report,  establishes  thnt  the  increase  of  the  mari- 

1  lime  population  in  the  districts  in  which  these  vessels  Jire  fitted  out 

I  |i;i.s  hceti,  on  the  average,  during  the  ten  years  under  the  prevalence  of 

the  law  which  we  call  upon  you  to  maintnin,  not  less  than  twenty-six 

per  tent.;  whorcjis,  in  the  other  districts  the  progress  has  not  exceeded 

tliiirlccn  per  cent. 

Ktigliind,  notwithstanding  the  immense  resources  of  her  insular  posi- 

itioii;  th(!  United  States,  where  fisheiies  are  both  economical  and  easy, 

iii!i»imic'h  as  they  are  carried  on  upon  their  own  coasts,  and  Holland, 

li;ul  (ilwiiys  favored  this  description  of  shipping,  and  have  proportioned 

tlicir  cticourngement  to  the  chances  of  profit  or  loss,  as  they  appeared 

{to  predominate. 

Lcis  than  any  other  maritime  nation  or.ght  we  to  refuse  support  to 
IttiiK  iidtriirahle  school  for  our  seamen,  for  the  French  shipmasters  are 
jilt  prosciit  in  a  condition  very  inferior  to  that  occupied  by  their  rivals. 
'  Then!  was  a  time  wiien  France  possessed  all  the  principal  fishing 
jCroundH  in  Acadia,  Canrida,  Isle  lloyale,  the  isle  of  St.  John,  and 
[liHtlv  Newfoundland.  The  treaties  of  1713,  of  17G3,  of  1783,  and 
jfiiiiifly  of  1814,  have  reduced  our  possessions  in  those  seas  to  the  two 
bdIhIh  of  St.  Pierre  and  Miquelon ;  that  is  to  say,  of  two  sterile  rocks, 
|(lifititiil(!  of  all  resources,  and  on  which  we  are  forbidden  to  raise  any 
(irtilioitions. 

TIk!  sjime  treaties  reserve  to  us  the  right  of  fishing  along  the  coast, 
butimlv  at  determined  points  and  distances.  We  are  only  permitted 
ki  cutJihlish  ourselves  on  the  northern  part  of  Newfoundland  during  a 
iw  iriofiths  of  the  year,  and  tliat  without  constructing  any  permanent 
Diiiiitiitions. 

TliuH,  while  the  English  are  in  exclusive  possession  of  the  best  fish- 
jtricH— while  they  are  enabled  to  found  numerous  permanent  habita- 
"iotig  oil  liie  southern  coast  of  Newfoundland,  favored  by  the  mildness 
ihv.  (.'liini'ite  and  the  fertility  of  the  soil — our  fishers  nre  obliged  to 
arry  out  with  them  yearly,  to  the  north  shore,  salt,  fishing  utensils, 
Biitcriids  for  the  construction  of  places  for  shelter,  and,  in  a  word,  all 
pat  in  necessary  f()r  subsistence  and  for  the  f)perations  of  the  season. 
"liJit  portion  of  Newfimndland  is,    moreover,  as  the  honorable  Mr. 
)u('(M  observes,  in  reporting  the  laws  of  1841,  uncultivated  and  savage ; 
climate  is  stormy  and  severe ;  its  waters  far  less  fruitful  in  fishes, 
regards  the  Americans,  we  have  already  said  that  their  fisheries 


S  ':•■ 


664 


S.  Doc.  112. 


are  easy  anil  economical  along  the  vast  range  of  coasts  they  posses; 
near  the  most  favorable  fishing  grounds. 

The  conse(|uences  of  such  inequality  in  position  can  be  readily  an. 
predated.  On  all  sides,  the  cod  taken  in  the  English  and  American 
fisheries  can  be  sold  at  prjpes  gteatly  inferior  to  the  rates  for  Freiicli 
cod;  and  the  great  maris  to  which  we  carry  our  productions  will  k 
very  soon  closed  against  us,  if  we  do  not  counterbalance  the  disai 
vantages  of  our  situation  by  means  of  prudently  considered  encouraje. 
ments. 

Your  commission,  gentlemen,  has  shown,  then — 

1.  That  commercial  navigation  having  lost  its  best  elements  of  tranj. 
portation,  the  preservation  of  the  great  fisheries  assumes  a  degree  oij 
importance  more  serious  when  they  are  viewed  as  being  in  fact  tkl 
nursery  of  our  military  marine. 

2.  That  the  increase  of  the  enrolment  for  the  navy  arising  from  tliel 
vessels  used  in  the  fisheries,  has  justified  the  hopes  which  induced  tlie| 
legislation  to  impose  certain  sacrifices  on  the  treasury. 

3.  That  in  the  disadvimtageous  position  to  which  the  treaties  havel 
reduced  our  shipmasters,  the  fisheries  can  be  maintained  only  k\ 
means  of  encouragement  which  will  in  some  degree  diminish  iheaii-l 

,  vantages  possessed  by  our  rivals.  It  remains  to  examine  what  fcj 
been  the  importance  of  the  sacrifices  to  which  the  State  has  suhmitteil 
and  to  consider  whether  we  may  look  for  results  proportionate  to  ij 
assistance  asked  for  from  the  new  clauses  of  the  proposed  law. 

BOUNTIES   ox   VESSELS    FITTED    OUT. 

We  fish  for  cod — 

On  the  Grand  Bank  of  Newfoundland ; 

On  the  shores  of  the  same  island; 

On  those  of  the  isles  of  St.  Pierre  and  Miquelon; 

In  the  Icelandic  seas ; 

And  on  the  Dogger  Bank. 

We  fish  with  or  without  drying. 

Fisheiy  without  drying  is  carried  on  in  the  Icelandic  seas,  onil?| 
Dogger  Bank,  and  on  the  Grand  Banks  of  Newfoundland.  TlieliJ 
so  taken  is  salted  on  board  the  fishing  vessels,  and  each  vessel  brinJ 
it  to  France  as  soon  as  the  cargo  is  completed.  This  is  the<rrai| 
codfish,  which  is  consumed  entirely  in  France.  This  descripiioDsl 
fishery  emplo3'^s  far  fewer  men  than  the  fishery  with  dryina, ; 
its  returns  are  far  more  abundant.  Fishery  with  drying  is  ))riicti<s| 
on  the  Grand  BH;ik  of  Newfoundland,  on  the  shores  of  that  islan(l,aa| 
on  those  of  the  isles  of  St.  Pierre  and  Miquelon. 

The  cod  there  taken  is  dried  on  shore,  either  at  St.  Pierre ; 
Miquelon,  or  on  those  coasts  of  Newfoundland  where  that  privib 
reserved  to  us.     This  day,  cod  is  not  sparingly  consumed  in  Fniiii| 
It  is  principally  exported,  with  the  aid  of  bounties,  to  French  toioM 
and  foreign  countries,  either  directly  from  the  fisheries  by  the  hk 
themselves,  or  by  transhipment  from  France. 

It  appears  from  the  ofhcial  tables  which  have  been  furnished  toe 
that  during  the  period  from  1841  to  1S49  the  returns  of  the  I'm 


S.  Doc.  112. 


665 


ge  of  coasts  they  possess, 


ITTED   OUT. 


fisheries  have  been  annually,  on  an  average,  about  44,000,000  kilo- 
grammes: of  this  gross  amount,  27,000,000  have  been  consumed  in 
France,  17,000,000  have  been  exported  to  the  colonics  or  to  li)reign 
countries;  and  that  the  exportation  has  been  made  in  nearly  cijual  pro- 
ijortions  from  the  seats  of  fishery  and  from  the  ports  of  France.  Thus 
about  two-fifths  of  the  returns  of  our  fisheries  are  yearly  exported  to 
markets  from  which  the  competition  of  our  rivals  would  very  soon  ex- 
clude us,  were  it  not  lor  the  aid  afforded  by  means  of  bounties ;  ibr 
the  prices  of  the  English  and  American  cod  must  always  be  lower  than 
the  rates  of  our  fish,  owing  to  the  different  positions  in  which  we  are 
placed.  We  shfdl  proceed  to  show  that,  should  this  be  the  case,  and 
tills  exportation  be  stopped,  our  equipment  of  vessels  for  the  fisheries 
would  be  reduced  to  a  most  insignificant  number,  and  our  enrolment 
of  seamen  would  be  deprived  of  one  of  its  most  precious  resources. 
The  encouragements  given  to  the  cod  fishery  are  divided  int<i  bounties 
on  the  number  of  men  in  every  crew,  and  into  bounties  on  the  exporta- 
tion of  the  produce,  counted  by  the  quintal  of  cod,  but  the  amount  of 
bunty  varying  according  to  the  destination  of  the  cargoes. 

It  ibllows  that  the  boimties  on  the  crew  are  benefici;d  to  the  vessels 
employed  in  both  kinds  of  fishing — that  with,  and  that  without  drying. 
The  average  annual  amount  of  bounties  to  the  crew  tor  the  last  ten 
years  has  been  530,000  to  540,000  francs. 

The  bounties  on  exportation  apply  only  to  the  17,000,000  kilo- 
gramraes  exported,  whether  to  our  own  colonies  or  to  foreign  countries, 
and  have  amounted,  on  an  average  of  years  since  1841,  to  3,800,000 
francs;  that  is  to  say,  during  the  nine  years  elapsed  since  1841,  tlie 
expenses  of  the  State  on  the  cod  fisheries  have  annually  readied  tlie 
average  of  3,900,000  francs. 

The  cod  fisheries  employ  332  vessels,  47,000  tons  burden,  and 
manned,  according  to  the  government  returns,  by  11,500  men.  Each 
of  these  men,  therefore,  is  an  annual  charge  on  the  nation  of  338  francs. 
But  it  has  been  said  that  if  the  bounties  paid  on  the  exportation  of  fish 
were  discontinued,  the  fisherie'j  necessary  tor  the  provisioning  of  France 
itself  would  still  remain;  and  it  is,  in  reahty,  for  only  about  one-third 
ol'  the  produce  of  our  fisheries  that  the  budget  is  charged  yc'irly  with 
80  heavy  a  sum.  It  is  not,  therefore,  12,000  sailors,  but  the  third  part 
of  that  number,  which  costs  us  three  millions. 

Messieurs,  this  reasoning  has  been  seriously  discussed  by  your  com- 
mission, and  it  appears  to  us  that  it  is  actually  the  12,000  i'lslmr  sailors, 
and  not  the  third  of  that  number,  who  profit  by  the  sacrifices  of  the 
treasury.  In  fact,  the  operations  of  the  fisheries  are  indivisible,  and 
torm  a  single  whole.  It  is  the  elasticity  given  by  exportation  to  tlie 
price  in  our  markets  which  alone  induces  the  fitting  out  so  many  ves- 
sels. Is  it  not  true,  if  the  bounties  did  not  aid  in  the  shipments  to  the 
colonics,  and  to  foreign  ports,  of  a  considerable  proportion  of  the  pro- 
duce of  th(!  fisheries,  those  external  markets  would  be  closed  against 
us,  and  that  consequently  thereupon  the  French  markets  would  be  em- 
ibarrassed,  and  prices  lowered  ? 

The  consequences  which  must  follow  from  such  a  state  of  things  can 
be  easily  foreseen.  The  produce  of  the  fisheries  selling  in  France  only, 
because  all  exportation  would  be  impossible,  two-tliuds  of  the  outfits 


Hi 


>1.  '    '  ' 


to, II 


f!    f 


.^ 


t.; » A 


n  ■ 


l^^l 


I*  ' 


j  ! 


1;U 


6e6 


S.  Doc.  112. 


ceai?e.     It  may  be  said  that  there  would  be  even  a  grenuf 
on  than  this,  and  that  France,  after  the  loss,  too  great  to  be  n^ 


would 

reduction 

preciated,  of  a  large  part  of  her  naval  enrolment,  would  have  eiiliJ., 

to  pay  very  dearly  for  French  fish,  or  else  admit  foreign  cod. 

As  we  have  observed,  messieurs,  the  fisheries  without  drying,  ^ 
operations  of  which  are  more  simple  and  the  returns  larger,  enij)|ovj 
much  smaller  number  of  sailors.  But,  again,  the  vessels  in  use  lortliii 
purpose  employ  only  the  actual  number  of  hands  necessary  for  tlieniu. 
igation  of  them;  and  it  may  be  said  of  this  fishery,  that  if  it  proparen 
fewer  men  for  the  sea,  it  forms  better  sailors,  the  elite  of  the  navy.  |t  „ 
pursued  principally  on  the  Grand  Bank  of  Newfoundland,  and  iii  jhrty 
fathoms  of  water.  The  vessel  lies  at  anchor,  and  sends  out  lierboati 
every  dny,  in  the  heaviest  seas,  to  set,  and  again  take  up  the  lines.  (Jt 
all  kinds  of  fishery  it  is  the  rudest  and  most  exposed. 

It  would  seem  at  first  that  the  encouragements  given  to  it  should  lie 
equal  to  those  given  to  the  fisheries  with  drying  and  the  island  114 
eries,  since  on  the  one  hand  its  products  are  abundant,  and  more  capa- 
ble,  owing  to  their  quMlity  of  sustaining  competition  against  foreign  pro. 
duce;  and  on  the  other,  it  furnishes  excellent  sailors  for  tho  imvaj 
levies.     But  to  the  powerful  considerations  of  economy  which  have 
continually  governed  us,  and  led  us  to  reduce  rather  than  exceed  tli* 
amounts  of  the  encouragement  given  in  past  times,  is  added  this  relief. 
tion — that  the  law  cannot  adopt  as  its  end  the  encouragement  of  tin 
trade  in  codfish.     This  branch  of  industry,  as  we  have  already  stated, 
could  have  no  title  above  any  other  to  require  sacrifices  on  the  pjutof 
the  state,  if  it  did  not,  in  a  very  advantageous  proportion,  augnient  ik 
number  of  our  sailors.     In  this  point  of  view — the  only  one  which  can  be 
admitted  by  the  legislator — that  fishery  which  furnishes  the  most  sail. 
ors  is  that  which  best  justifies  the  highest  encouragement.    Now,  die 
fishery  on  the  Grand  Bank,  without  drying,  is  the  best  school  for  sailors' 
but  it  is  incontestable  that  the  fishery  on  the  coast  of  Newfoundland,  ai 
well  at  St.  Pierre  and  Miquelon,  otter  a  readier  and  more  efficaciou 
means  of  recruiting  the  navy.     As  to  that  which  is  carried  on  upon  tlie 
coast  of  Newfoundland,  with  drying,  the  bounties  on  the  outlit  whict 
it  enjoys  have  not  been  altered  since  1816.     It  has  always  heen  fixed 
at  fifty  francs  per  man  for  each  of  the  crew.     The  law,  moreover,  iin. 
poses  on  all  vessels  fitted  out  with  this  destination,  the  obligation  of 
embarking  at  least  twenty  men  in  every  vessel  of  less  than  one  hundred 
tons  burden ;  thirty  men  for  a  vessel  from  one  hundred  to  one  hundred 
and  fifty-eight  tons ;  and  fifty  men  for  a  vessel  from  one  hundred  aiid 
fifty-eight  tons  upward.     It  is  this  fishery  which  employs  the  largeH 
number  of  vessels,  and  which  is  most  favorable  to  enlistments.    Inii, 
young  men  from  fifteen  to  eighteen  years,  who  otherwise  would  never 
have  thought  of  navigation,  go  on  board  as  cabin-boys  or  grccn-handj, 
and  make  several  voyages.     They  are  employed  in  the  work  asliore, 
and  in  drying  the  fish.     The  second  year  they  go  out  in  the  lisliiDs 
boats  every  morning,  and  return  every  evening;  by  this  moans  they 
are  formed  gradually  to  continued  navigation.     After  three  years,  these 
young  men,  if  they  have  passed  the  age  of  sixteen  years,  are  cljsd, 
and  belong  for  the  remainder  of  their  lives  to  the   maritime  listf. 
Beyond  question,  these  recruits  who  so  largely  swell  our  lists  are,  ai 


S.  Doc.  112. 


667 


il,  l)iit  vrry  imperfect  sailors;  there  are  even  some  who,  after  the 
rcc  V()yii«<«  re«iiiir<!d  previous  to  being  entered  on  ilic  lists,  give  up 
lew'iiiiH  nil  einjilovment;  but  the  number  of  these  is  much  smaller 
,...  hiiK  been  Htiited.  And  is  it  not  evident  tiiiit  our  po|nil;iti()n  on  the 
"a^ixcird  would  enter  less  reachly  upon  the  career  of  seamen,  if,  in 
net' <»ftli<' excitement  and  interest  which  their  engairomeni  in  the  fish- 
icDolIcrH,  tli(;y  hud  no  prospect  but  that  of  embarking  in  the  vessels 

The  ^(ivcrnment  proposes  to  j^ou  to  conlinue  the  l)nuiity  of  fifty 

ijinc8  ii  niiiii  for  the  crews  of  vessels  employed  in  the  fisheries,  with 

yirw.  wlx'tl'^r  carried  on  upon  the  coasts  of  Newtljundhind,  at  St. 

[ierrc  mni  Miqm^lon,  where  the  conditions  and  method  of  fishing  are 

aloiKHiH,  or  upon  the  Grand  Bank.     We  have  alluded  to  the  dilHcult- 

of  tliisf  nu'de  of  lisLing,  even  when  it  is  prosecuted  without  drying 

,  Hull  caught. 

\Vc  ^'iv(;  entire!  approbation  to  these  proposhions. 

The  hounty  on  the  fishing  without  drying  in  tiic  Icelandic  seas,  is 

;c(l  (It  fifty  fVancs  per  man  lor  each  of  the  crew,  since  the  law  of  June 

,  1841.    VV(!  li.'ive  iCtained  this  alsO;  on  the  recommendation  of  mes- 

urs  lli(!  Minister  of  Commerce  and  the  Marine.     No  fishery,  in  truth, 

inoi'«'  Hiiilahhj  liir  the  formation  of  intrepid  sailors.     On  the  coast  of 

wloiiiidland  the  ship  is  laid  up  and  dismantled;  on  the  Grand  Banks 

jgfit  (in<;lior;  in  Iceland  it  must  needs  be  under  sail  among  floating 

,  and  oJi  a.  sea  continually  stormy  and  agitated.     The  fishing  is  prac- 

•d  wifli  hand-lines,  from  a  hundred  to  a  hundred  and  fifty  flitlioms 

length;  I  he  fish,  instead  of  being  salted  in  bulk,  is  prepared  and 

ted  iti  fims  brought  from  France.     The  cod  coming  from  Iceland  are 

dried;  this  fisfiery  only  furnishes  the  green   cod  c(msumed  hi 

(incc,  and  thus  it  receives  no  benefit  on  the  bounties  for  expoitation. 

lenutrilM'r  of  vessels  fitted  out  not  having  increased  of  late  years,  it 

ciiwmahlo  to  conclude  that  the  profits  of  this  fishery  are  not  consid- 

blc. 

ix  vcHselM  only  have  been  sent  to  the  Dogger  Bank  since  1841.  We 
in  tlic  houtity  of  15  francs  per  man  for  each  of  the  crew,  which  is 
en  to  thin  fishery,  carried  on  in  the  North  sea. 

''ouvlij  on  the  jf  rod  lice  of  the  Jishcrks. — According  to  the  law  of  1841, 
boinity  on  dry  codfish  sent  to  the  French  colonies,  whether  from  the 
:e  wlicrellK!  fish  is  caught  or  from  the  warehouse  in  France,  is  fixed 
'2  IhiiK  H  per  «|uintal.     The  law  proposes  to  reduce  this  amount  to  20 
ics  per  qiiinlal;  and  we  approve  the  reduction.     The  same  law  of 
1  iishijins  a  bounty  of  14  francs  the  quintal  to  all  codfish  sent  into  trans- 
itu: eoiintries.     A  decree  of  August  24,  1848,  raised  this  baunty  to  18 
ie«.   The  present  project  proposes  to  render  it  e([ual  to  that  accorded 
hIi  sent  to  the  French  colonies.     We  believe  this  new  proposal  to 
wisely  eoti{;eived,  and  likely  to  produce  very  beneficial  efii^cts  on 
llHlicrieH,     In  fiict,  the  diminution  of  two  francs  per  (piintal  in  the 
ity  on  exjioitations  to  our  colonial  possessions,  togeth(;r  with  an 
nii'tiliiiion  of  two  francs  in  favor  of  exportation  to  foreign  transat- 
ic  countries,  will  tend  to  open  new  foreign  markets  to  us,  at  the 
nioiiH  lit  when  the  political  and  commercial  situation  of  our  colo- 
leads  UH  to  apprehend  a  decrease  of  their  ordinary  consumption. 


i^M  i 


■i- 


^im 


S.  Doc.  112. 


i 

'4. 


The  sacrifice  on  ihe  part  of  the  treasury  will  not  be  augmented;  for 
considerable  quantity  of  codHsh  was  re-exported  from  our  ct)loDie| 
after  having  enjoyed  the  bounty  of  22  francs.  The  shippers  would  j 
longer  have  an  interest  in  overstocking  our  colonial  mark(;ts  with  tin 
produce,  since  the  bounty  will  be  no  higher  when  sent  there  than  win 
sent  to  Cuba  or  Brazil;  and,  at  the  same  time,  the  exemption  from! 
duties  in  our  colonics  guaranties  tliat  they  will  always  be  sufficiea 
supplied. 

The  prohibition  to  send  codfish  to  ports  at  which  there  is  no  Fren 
consul  forms  part  of  the  law  of  1841.  In  order  to  prevent  abuses,! 
shippers  are  obliged  to  furnish  a  certificate  proving  the  good  (|ualitv] 
tlieir  fish,  and  its  exact  weight.  It  is  important  to  the  intorest  oft) 
treasury  that  these  certificates  should  be  made  by  a  governmont  ofiio 
who  would  be  under  the  influence  of  responsibility  not  felt  by 
completely  unconnected  with  the  administration.  There  is,  morenvj 
no  port  of  any  consideration  at  which  there  is  not  a  French  consu 
agent. 

This  commission  has  considered  it  its  duty  to  admit  our  colonies  ( 
the  western  coast  of  Afi"ica  to  the  benefit  of  the  same  bounties  accori 
to  the  West  India  colonies,  and  has  especially  had  Senegal  in  view-t 
colony  too  often  overlooked  and  forgotten.  The  governm'jnt  has  acceJ 
ed  this  addition  to  the  proposed  law. 

The  present  project  establishes  the  bounty  of  16  francs  on  exp 
tions  to  European  countries  and  to  foreign  States  on  the  Moditerra 
which  the  law  of  1841  had  estabUshed  at  14  francs,  and  a  decree] 
1848  had  raised  to  18  francs.     This  reduction  in  favor  of  the  trea,;i< 
we  do  not  consider  likely  to  militate  against  our  exportation  to  th 
countries.    In  concurrence  with  the  government,  we  include  Tusc 
in  this  category;  but  we  except  from  it  Sardinia,  where  ancient i 
well-assured  relations  permit  us  to  reduce  the  protection  to  12  trancij 

Upon  the  wholes  messieurs,  the  sctJe  of  bounties  which  we 
propose  to  you  promises  the  treasury  a  saving  of  300,000  francs, 
vided  that,  in  spite  of  our  fears  of  its  decrease,  our  exportations  of  iti 
fish  remain  equal  to  what  they  have  been  during  the  last  ten  years.  | 

The  second  article  of  the  proposed  law  retains  the  obligatinni 
each  vessel  shall  have  a  minimum  of  crew  proportioned  to  tlie  m\ 
the  ship.  This  measure,  which  was  established  in  1832,  on  the  rei]i 
ol"  the  shipmasters  themselves,  is  at  once  preservative  of  their  iiitere 
and  those  of  maritime  enlistment,  the  essential  object  of  all  the  pre 
tion  to  the  fisheries. 

The  Minister  of  Marine  has  declared  to  us  that  the  mininmnm 
peared  to  him  to  be  judiciously  regulated,  and  that  there  was  nnn« 
sity  for  modifying  them,  the  administration  havinjO-  h  <n,  thus  tar,! 
reason  to  complain  of  any  abuses.  The  commissioji  has  therefore^ 
proved  the  minimums  as  they  are  now  established,  adding,  tliitii 
the  course  of  the  term  which  you  propose  to  fix  lor  the  duration  oti 
law,  the  necessity  of  augmenting  them  shall  become  evident,  thejj 
ernment  shall  have  the  power  to  provide  for  their  increase. 

The  vessels  sent  to  the  fisheries  without  drying,  having  salt  on  I)« 
that  is  to  say,  in  Iceland  and  on  the  Grand  Bank — are  never  suhjrAd 
.the  ordinance  respecting  minimums ;  they  embark  at  their  own  pie 


S.  Doc  112. 


669 


at  which  there  is  no  Frem 
order  to  prevent  abuses, 
proving  the  good  (lualityj 
»rtant  to  the  intfirest  ofti 
ade  by  a  government  offia 
ponsibility  not  felt  by 
ation.  There  is,  morenvtj 
e  is  not  a  French  coiiju 

ity  to  admit  our  colonies  ( 

)f  the  same  bounties  accori 

ially  had  Senegal  in  view-. 

The  governm'jnt  has  accei 

nty  of  16  francs  on  ex] 
i  States  on  the  Moditcrra 
It  14  francs,  and  a  decree  I 
:;tion  in  favor  of  the  ixm 
ainst  our  exportation  to  tk 
ernment,  we  include  Tusc 
Sardinia,  where  ancient 
the  protection  to  12  tranc 
of  bounties  which  we  aF 
Lving  of  300,000  francs, 
•ease,  our  exportations  of ( 
1  during  the  last  ten  years. 
LW  retains  the  obli.aiitinn  li 
w  proportioned  to  the  sizel 
)hshedin  1832,  on  thcreiir' 
preservative  of  their  inter 
lential  object  of  aU  the  pi^ 

to  us  that  the  miniiuuras 
i,  and  that  there  was  no  M 
Ltion  having'  'i  !u,  thus  tar, 
commissiou  iias  tiiereiorei 
established,  adding,  tint 
se  to  fix  for  the  duration  (^! 
shall  become  evident,  the? 
}  for  their  increase, 
t  drying,  having  salt  on  h( 
i  Bank— are  never  subjecte 
^embark  at  their  own  pr' 


ich  number  of  men  as  their  crew  as  they  deem  advisable  for  navi- 

jng  II  »d  fishing.     Their  crews  are  less  numerous,  because  they  have 

I  need,  like  the  vessels  fishing  on  the  coast,  to  employ  htuul.s  in  the 

leration  of  drying  fish  ashore;  but  all  the  men  being  mariners,  all  con- 

[butc  alike  to  the  naval  enrolment.     These  vessels  arc  compelled  to 

ling  back  to  France  the  entire  produce  of  tlicir  fisheries.     Several 

on  the  chimnel,  which  tit  out  especially  for  the  fisheries  without 

ring,  have  many  times  complained  of  the  absolute  prohibition  to  sell 

ty  part  of  their  cargoes  at  the  seat  of  the  lisheritjs,  or  to  store  them  at 

I  Pierre,  in  order  to  be  forwarded  thence  to  coloniid  or  foreign  markets. 

[is  understood  that  the  object  of  this  prohibition  is  to  distdlow  the 

3t  bounty  (formerly  22  fi-ancs,  henceforth  20  francs)  to  vessels,  which, 

being  subject  to  the  regulations  respecting  a  minimum  number  of 

EW,  do  not  contribute  so  largely  to  the  naval  enrolment.    It  may  be 

iPit'd,  on  the  other  hand,  that  these  vessels  form  the  best  bulujrs ; 

there  are  circumstances  under  which  the  absolute  compulsion  to 

[ig  back  the  produce  of  their  fishery  to  France  may  prove  ruinous 

Itheir  operations. 

Messieurs  the  Ministers  of  Commerce  and  the  Marine  have  enter- 
aed  this  view  of  the  case,  and  have  stated  that  it  is  the  intention  of 
[  government  to  grant  the  liberty  desired,  under  certain  conditions, 
lich  will  prevent  the  abuses  that  might  otherwise  creep  in.  Your 
mission  proposes  to  you  to  provide  by  law  that  a  regulation,  made 
published  oy  the  government,  shall  declare  under  what  circum- 
ices  the  warehousing  of  fish  at  St.  Pierre  shall  be  permitted,  and 
conditions  which  shall  regulate  warehousing.  The  fishery  at  the 
jnd  Bank,  without  drying,  decreases  under  the  bounty  of  30  francs. 
being  able,  however,  to  ask  fijrther  sacrifices  of  the  treasury,  we 
|h  to  reanimate  the  outfit  of  these  vessels,  which  it  is  so  important 
[preserve,  by  other  means.  The  third  article  stipulates  that  the 
pty  on  the  crew  shall  be  paid  but  once  during  the  season,  even  if 
vessel  should  make  several  voyages.  This  wise  disposition  pre- 
Its  the  possibility  of  having  the  same  men  counted  twice  in  the 
je  year.  The  same  article  prohibits  the  payment  of  the  bounty  to 
men  but  those  who  have  arrived  at  the  maritime  enrolment  through 
[gradations  required  by  law,  or  to  those  who,  having  been  inscribed 
pin,  conditionally,  shall  not  have  attained  the  age  of  twenty-five 
liously  to  the  date  of  sailing. 

["he  men  who  have  passed  the  age  of  twenty-five  without  being 
sed— that  is  to  say,  without  having  made  three  voyages — are  less 
ly  trained  to  the  habits  of  the  sea.  The  profession  of  a  mariner  is 
[which  must  be  adopted  while  young;  and  if  the  bounties  were  ac- 
ted to  men  of  above  twenty- five  years,  and  not  classed,  the  law 
Ud  fail  in  one  of  its  most  important  ends — that,  namely,  of  creating 
Rss  of  men  especially  suitable  for  enrolment  in  the  navy.  It  is  right 
[fit,  herefore,  that  the  projected  law  should  exclude  such  men  from 
Tec(  ipt  of  the  bounty. 

m  fourth  article  requires  that,  in  order  to  obtain  the  bounty,  the 
jshall  be  in  fit  condition  for  consumption  as  food.  This  provision  of 
law  cannot  but  obtain  general  approbation.  The  fifth  article  admits 
We  coasters  to  the  right  of  carrying  codfish,  and  receiving  the  boun- 


'  ''■■  m  i 


070 


S.  Doc.  112. 


I  H 


.1=1! 


mm 


^  lA 


i 


•I' 

it 


ties  allowed  on  the  exportation  of  the  same  to  ports  and  mnrkets.    Thii 
ri/a[hl  is  accorded  by  the  laws  now  existing.     At  present  the  law  r 
mits  every  mariner  who  shall  have  made  five  fishing  voyages  on 
coasts  of  Icehind,  the  two  last  as  an  officer,  to  be  deemed  capablec 
commanding  a  fishing  vessel  in  the  same  seas. 

The  sixtli  article  of  the  government  project  abrogates  this  privilen, 
and  reserves  the  command  ot  such  vessels  exclusively  to  captains  ij 
foreign  voyngcs,  and  the  masters  of  coasters;  this  provision  to  date  from 
January  1,  1862.  The  chamber  of  commerce  at  the  port  of  Dunkirt 
where  vessels  are  specially  fitted  out  for  the  Iceland  fisheiy,  has  prr 
tested  strongly  agmn.st  this  provision.  Its  adoption — so  they  saj'— -woulj 
act  runinou.-ly  on  the  Icelandic  fishery.  Of  one  hundred  and  twenti 
vessels  annually  sent  to  sea,  fifteen,  at  most,  are  commanded  by  tti 
masters  of  co.'isters,  who  quit  that  hard  and  laborious  navigation 
they  find  an  occasion  to  take  command  of  merchant  vessels.  In  trutl 
it  is  our  opinion,  messieurs,  that  the  difficulties  of  the  Icelandic  fisherid 
require  practical  experience,  and  the  endurance  of  privations  ot  all  kind 
to  which  mariners,  who  have  become  masters  of  fishing  craft, 
accustomed  from  their  childhood,  and  we  are  of  opinion  that  it  is  i 
advisable  to  deprive  these  devoted  and  gallant  men  of  the  hopen 
reaching  a  station  which  more  experienced  mariners  are  for  the  raoj 
part  indifferent  to  acquire;  and  m  order  to  reconcile  the  security! 
navigation  with  the  facilities  required  by  commercial  mterests,  ai 
asked  for  by  a  whole  class  of  sailors,  we  propose  to  you  to  suppress  a, 
conditions  with  reference  to  date,  and  to  add  to  the  first  article  tli«3 
words  :  "if  he  shall  prove  himself  to  have  such  knowledge  of  his  pro 
fession  as  will  be  sufficient  for  the  security  of  navigation."  A  ministej 
rial  decree  of  1840  has  already  made  an  examination  of  masters  of  fistj 
ing  vessels  obligatory ;  the  new  law  will  only  confirm,  by  renderiiu 
legal,  a  usage  already  established.  The  fourth  article  reproduces  \k 
provisions  of  the  twelfth  article  of  the  law  of  April  22,  1832,  adding 
it  a  provision  by  which  the  government  will  have  the  power  of  fixing  tl 
period  during  which  each  vessel  shall  remain  on  the  fishing  grounds, 

Your  commission  is  of  opinion  that  it  is  advisable  such  periods  shoi 
be  lawfully  determined;  but  while  admitting  the  article,  it  desires t 
such  period  should  be  so  limited  as  to  throw  no  obstacle  in  the  wayd 
tJie  fisherman's  operations,  in  regard  to  the  bounties. 

SECOND  HEAD. 

The  second  head  of  the  project  presented  by  the  governmenl  relad 
to  the  salt  to  be  used  in  the  fisheries. 

Your  commission,  messieurs,  has  carefully  examined  the  provisio 
under  this  head.  It  has  examined  many  individuals  representingt 
manufactures  of  the  different  kinds  of  salt,  and  several  delegates  liu 
the  outfitters  of  vessels  interested  in  the  matter;  and,  after  matured 
liberation,  the  commission  has  come  to  the  opinion  that,  pendi 
existence  of  a  special  inquiry  into  the  manufacture  of  salt,  withwiii 
a  committee  by  you  appointed  is  at  this  moment  engaged,  it  is ( 
duty  to  strike  out  of  a  special  law  on  fisheries,  any  propositions  whi 
might  thereafter  be  modified  by  general  legislation.  We  limit « 
selves,  therefore,  to  affirr.iing  the  legislation  which  actually  directs  tl 


S.   Doc.  112. 


671 


ports  and  mnrkets.    Thii 
At  present  the  law 
e  fishing  voyages  on' 
to  be  deemed  capable 

J. 

t  abrogates  this  privilej 

exelusively  to  captains  in 
this  provision  to  date  fr 
:e  at  the  {)nrt  of  Dunkirli 
Iceland  tisheiy,  has  pr 
jtion— so  they  say— woul 
•■  one  hundred  unci  twenr 
St,  are  commanded  by  il 
laborious  navigation  whf 
lerchant  vessels.    Intrutl 
es  of  the  Icelandic  tisherie 
,ce  of  privations  ot  all  kind 
isters  of  fishing  craft, 
•e  of  opinion  that  it  is 
rallant  men  of  the  hope  i 
mariners  are  for  the 
o  reconcile  the  security 
commercial  interests, 
opose  to  you  to  suppress; 
dd  to  the  first  artide  thes^ 
?uch  knowledge  of  his  pr 
of  navigation."    A  ministj 
amination  of  masters  of  fisli 
only  confirm,  by  rendeiii 
mrth  article  reproduces  tb 
)f  April  22,  1832,  adding 
have  the  power  of  tixingl 
in  on  the  fishing  grounds, 
Ivisable  such  periods  sho« 
ig  the  article,  it  desires ' 
no  obstacle  in  the  way 
bounties. 


y 


i  by  the  government  relal 

ly  examined  the  proyisi« 
individuals  representing  H 
,  and  several  delegates! 
atter;  and,  after  matured 
He  opinion  that,  pendingW 
ufaciure  of  salt,  with  wtiK* 

moment  engaged,  it  i5«J 
Ties,  any  propositions  w 

legislation.    We  limit  o 
n  which  actually  directs^ 


use  of  the  various  kinds  of  salt  to  be  employed  in  the  curing  of  codfish, 
wiihout  anticipating,  by  any  particular  definition,  the  final  conclusion 
I  at  which  the  Assembly  may  arrive  in  regard  to  salt. 

We  are  the  more  convinced  of  the  propriety  of  holding  ourselves  to 
[this  reservation,  since  the  government  has  declared  to  us,  since  the 
Inrescntation  of  the  project,  that  it  was  its  intention  to  strike  out  the 

It'xemption  which  the article  seemed  to  insure  to  tin;  c(Hl(i.sh  im- 

liwrted  into  France  from  the  fishing  places,  and  that  il  shall  be  neces- 
Isary  to  prove,  as  well  for  such  fish  as  for  that  exjxirted  to  the  colonies 
jortoreign  markets,  that  it  was  cured  with  salt  of  French  manufacture, 
or  with  salt  which  had  paid  duty  as  at  present. 

The  second  head  is,  therefore,  merely  a  re-enactment  of  the  law  of 
1948,  which  is  useless.  But  you  will  agree  with  us,  messieurs,  that  ft* 
[the  existing  legislation  on  the  character  of  the  salt  should  be  modified 
linfavorably  to  the  cod-fishing  interests,  the  scale  of  bounties  which  we 
have  calculated  on  deductions  from  facts  now  existing,  must  be  es- 
ablislied  proportionably  to  the  reduction  which  the  augmentation  of 
^le  duties  of  salt  may  occasion. 
Upon  the  foregoing  report  the  National  Assembly  of  France  passed 
he  law  therein  mentioned  on  the  22d  July,  1861,  which  was  otticiuUy 
[lublished  on  the  22d  August  last. 
This  law  provides  that  from  the  first  day  of  January,  1852,  until  the 
0th  June,  1861,  the  bounties  for  the  encouragement  of  the  cod-fishery 
hall  be  as  follows: 

BOUNTIES   TO   THE    CREW. 

1.  For  each  man  emploj'ed  in  the  cod-fishery,  (with  drying,)  wliether 
the  coast  of  Newfoundland,  at  St.  Pierre  and  Miquolon,  or  on  the 

^rand  Bank,  60  francs. 

2.  For  each  man  employed  in  the  fisheries  in  the  seas  surrounding 
|;eland,  without  drying,  60  francs. 

3.  For  each  man  employed  in  the  cod-fishery  on  the  Grand  Bank, 
hthout  drying,  30  francs. 
1 4.  For  each  man  employed  in  the  fishery  on  the  Dogger  Bank,  15 

f.ncs. 

BOUNTIES   ON   THE    PRODUCTS   OF  THE    FISHERIES. 

11.  Dried  cod,  of  French  catch,  exported  directly  from  the  place 
We  the  same  is  caught,  or  from  the  warehouse  in  France  to  French 
ponies  in  America  or  India,  or  to  the  French  establishments  on  the 
St  coast  of  Africa,  or  to  trans- Atlantic  countries,  provided  the  same 
1  landed  at  a  port  where  there  is  a  French  consul,  per  quintal  met- 
lue,  e(]ual  to  two  hundred  and  twenty  and  a  half  jioimds  avoirdujioU, 
lenty  francs. 

2.  Dried  cod,  of  French  catch,  exported  either  direct  from  the  place 
ere  caught,  or  from  ports  in  France,  to  European  countries  or  for- 
n  States  within  the  Mediterranean,  except  Sardinia  and  Algeria, 
ntal  metrique,  sixteen  francs. 
^.  Dried  cod,  of  French  catch,  exported  either  to  French  colonies  in 


per 


1  »  (f 


i; 


a'  -9^  y.*  IpIb    -'s'         *• 


672 


S.  Doc.  118. 


America  or  India,  or  to  trans-Atlantic  countries,  froni  ports  in  Frnncr 
Nvithout  being  warehoused,  per  quintal  metrique,  sixteen  francjii. 

4.  Dried  cod,  of  French  catch,  exported  direct  from  the  place  when 
caught,  or  from  the  ports  of  France,  to  Sardinia  or  Algeria,  per  qulntaj 
metrique,  twelve  francs. 

■  BOUNTY  ON  COD  LIVBR3. 

6.  Cod  livers  which  French  fishing  vessels  may  bring  into  France  ai 
tlie  product  of  their  fishery,  per  quintal  metrique,  twenty  francs. 

From  the  foregoing  state  of  bounties,  it  will  be  seen  tliat  there  are 
solne  grounds  lor  the  fears  entertained  by  the  fishermen  of  New  Eng- 
land, that  the  cod  caught  by  the  French  at  Newfoundland  will  beii). 
troduced  into  the  principal  markets  of  the  United  States,  with  the  ad- 
vantnge  of  a  bounty  of  twenty  francs  on  the  French  quintal  metrique,  f 
which  is  two  hundred  and  twenty  and  a  half  pounds  avoirdupois,  verr 
nearly  equal  to  two  dollars  per  American  qumtal  of  one  hundred  aijf 
twelve  pounds — a  sum  almost  equal  to  what  our  fishermen  ohtainlrjr 
their  dried  fish  when  brought  to  market.  r 

In  order  to  show  ihe  extent  to  which  the  French  prosecute  tbl 
deep-sea  fisheries,  the  following  returns  are  presented,  'i'hey  art! 
translations  from  the  official  returns  annexed  to  the  report  of  the  cgm.! 
mission  of  the  National  Assembly,  and  have,  therefore,  the  highest  oJ 
ficial  authority. 


S.  Doc.  112. 


678 


from  ports  in  Frnnct, 
sixteen  francs, 
from  the  plaice  whcK  , 
or  Algeria,  per  quinial 

1 


ay  bring  into  France  ai  I 
le,  twenty  francs. 

bo  seen  that  there  are 
;  ftsherroen  oi- New  % 
lewfounaianawUbein. 
ited  States,  with  tb»;  ad- 
French  quintal  melnmie, 
pounds  avoirdupms,  vm 
ifntal  of  one  hundred  and 

our  fishermen  ol>tamk 


ait  I 


e  French  proHCcute  tk 
^e  presented,  il^ey  m 
i  to  the  report  of  he  cgn; 
e  therefore,  the  lughesutl 


^S 


'-a 


ft''! 


i 

m 


r?l/-/ 


'I  f 


i! 


674 


S.  Doc.  112. 

No.  2. 


The  account  of  the  tuma  paid  om  bounties  to  the  rrnt'n  of  vcMch  cmploijtd  tn 
the  codjiikery  of  France  in  the  years  1842, 1843, 1844,  1846, 1846, 
1847. 


and 


Place  of  tifihery. 


CoMt  of  Newfoundland . . 
8t.  Petera  and  Miqiiclon. 
Orand  Bank, (dried filth). 
Grand  Bank,  (green  AhIi). 

iceland 

Dogger  Bank 


Total. 


1848. 


Franei. 

2123,  im 
10,450 
89, '250 
51,780 
51,200 


1843. 


Franet. 

307,850 

i),(M)0 

0C,250 

58, 410 

&i,  950 

360 


526,330 


505,420 


1644. 


Frann. 

311,500 
17,500 
63, 450 
49, 320 
75,600 


517,e?^0 


1846. 


Frnnei, 

33:i,  500 

3, 050 

82, 4(H) 

43,410 

66,150 


528,510 


1846. 


Frane$. 

333,  :hn) 

107,000 
42, 300 
72,900 


558,110 


1847 


Fnmt 

Ifflftii 

%.'.t}i 

71!,  ro 


iW,i 


I? 


frm.  I 

Auiual  mean  of  above  nix  yean ^%.m 

Do preceding  period ^).m 


Total  paid  b  the  year  1848. 

Do do 1849. 

Do do... .1850 


&3I.I|<)I 
505,  rJ 
554.  nil 


Annoal  mean  of  eight  yean,  1843  to  1849. 


'J&M 


t 


S.  Doc.  112. 


674 


■ru'9  of  VffurU  mp/oi/eJ 
3, 1844, 1846, 1846,  an,! 


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6S0 


S.  Doc.  112. 


No.  4. 


Ratvrn  of  the  quanti'y  of  dried  cod  exported  din ct  from  the  place  lehere 
caught  to  the  colonies  of  France,  with  the  rate  and  amount  of  bounty 
paid  thereon,  in  the  years  1842  to  1860  inclusive. 


Yean. 


1843. 

1843 

1844 

1845 

184« 

184T 

Total 

Ahnual  average 

Aierage  of  preceding  period 

1848 

1849 

1850 

Averaee  of  eight  yeanh— 
1843  to  1849 


•s 


Ji  E 
E« 

s 


83 
IIU 

8S 
130 
115 
1*^6 


648 


107 

68 

84 

91 

107 


102 


e 
9 
o 


I 


F\rmu$. 
23 
22 
S2 
S2 
22 
22 


22 
22 
22 


s 


;i 

•a  o. 

C  M 
«  •> 

B 


Kilogrammes. 
6,366.042 
7,943.377 
7,591,477 
9,538,033 
9,b6.1,153 
9,»66,996 


50,675,078 


8,445,846 
6,466,024 

5,838,692 
5,275,637 
5,544,399 


7,723,550 


I 


11 

§ 

8 


Fronts. 
1,400,5.29.30 
1,747.542  94 
1.669,684  94 
2, 098, 367.  S6 
2,171,313.61 
2,051,760.72 


11,139,098.82 


1,856.516  33 
1,808,099.94 

1,384,512.35 
1,160,640.14 
1,219,767.86 


1,693,030.33 


Xilogrimnn 

n,m 

73,313 
66,380 
79,483 
93,443 
^74,150 

48U« 

104,8)4 

69,SN 
57,974 
51,811 


76,100 


,  ■  ■  ■( 


ctfrotn  the  pfacewhen 
i  and  amount  of  bouniy 


ve. 


i- 

K 

■a 

< 

< 

Frmt»> 

Kxloprnm 

l,40(»,5i9.30 

76,«l» 

1,747.642  94 

73,213 

1,869,684  94 

66,380 

2.098,367.56 

79,483 

2,171,313.61 

92,443 

2,(151,760.72 

74,150 

11,139,098.83 

481,3a 

1,856.516  33 

8(1,238 

1,808,09J.94 

104,234 

1,384,512.35 

69,H| 

1,160,640.14 

67,9)4 

1,219,767.86 

51,811 

1,693,030.35 


S.  Doc.  112. 

No.  5. 


681 


Btlwn  of  the  quantitv  of  dried  end  of  French  catch  exported  from  the 
'    varehoute  in  tVance  to  French  colonies,  in  the  years  1842  to  1860, 
inclurivOf  and  the  amount  of  bounty  paid  thereon. 


Y«an. 


1849. 
I64S. 

\m. 

184S. 
1846. 
1(147. 


T«Ml 


UniiwUwwfe.. ... 

Uftngeol  pneeding period. 


11848. 

11849. 


flton  of  eight  yean— 1843 
10  1649 


Z\ 

fc'o. 

£  e 

s 

2; 


131 
146 
173 

2112 

109 

83 


833 


139 

68 

87 

119 

94 


1S9 


e 
J 

(3 


Frono. 
2-i 
32 
33 
S3 
22 
23 


22 
22 
32 


1 


V 


Kilogramaus. 
3,759,988 
4,380,036 
4,382,3.55 
5,373,286 
3,696,»54 
2,977,965 


24,568,804 


4,(194,800 
3,580,050 

2.456.812 
3,162,766 
1,936,387 


3,773,547 


a 
a 

i 

SI 

o 

a 


Fr«ne$. 
837, 156.76 
963,607.92 
964,118.10 
1,181,903.92 
813, 197.88 
655,153.30 


5,405,135.88 


91)0. 855.98 
914,434.00 

536,098.53 
695,»-08.53 
436,005.14 


829,630.00 


•3 


t 


KUoprammes. 
31,079 
30.000 
35,331 
26,590 
33,011 
36,616 


183,220 


30,533 
52,646 

28,339 
26,611 


39,758 


^  J 


■<k 


:    1* 


a 


m 


^  iff.   -ii'  \  i-H>-7j» 


682 


S.  Doc.  112. 

No.  6. 


P:.      H 


!/lC 


^?    ' 


I       /)    J 


Return  of  the  quantity  of  dried  cod  of  French  catch  exported  from  tk\ 
ports  and  curing  places  of  Prance  to  French  colonies  in  the  years  IS42 
to  1850,  inclusive y  and  amount  of  bnun'y  thereon. 


Yeaw. 


1842 

1843 

1844 

1845 

1816 

1847 

Total. 

Annual  averoge.. 

Average  of  preceding  period, 
1837,1838,1839 

1848 

1849 

185U 

Average  of  eight  years — 1812 
to  1849 


•A     . 

^^ 

9 


44 
31 
47 
19 
23 
2 


166 


27f 

17 

31 
41 
27 

29 


e 
o 


S 


Fraws. 
16 
16 
16 
16 
16 
16 


16 
16 
16 


8 
I 


766,913 
385,037 
634,872 
231,287 
761, 863 
47,909 


2,8i27,671 


471,312 

276,423 

556,504 
8K3, 679 
661,838 

531,007 


s 
3 


s 

3 
O 

E 
< 


Francs, 
122, 210. 96 

6I,()04.32 
101,579.52 

37,005.92 

121,898.08 

7,655.44 


451,984.34 


75,330.70 

59,688.00 

89,040.72 
138,  188.72 
105,894.16 

84,902.96 


13,50: 
12,113 
33,121 
23,95<  I 


113,60;  I 

14,oli| 

17,951 
Sl,OU 


18, 9U 


ts  i 


^    I 

!    1 


( 

f 


S.  Doc.  112. 


683 


i  catch  exported  from  tk  I 
colonies  in  the  years  1842 1 
\rcon. 


Ck 

♦* 

*. 

c 

•a 

2 

s 

i   . 

11 

§ 

u 

£9 

S 

% 

1. 

< 

< 

Francs. 

Kilogram 

122,210.96 
Gl,()04.32 

101,579.52 
37,0(t5.i»2 

121,898.08 
7,655.44 

"451,984.24 


75,330.70 

59,688.00 

89,040.73 
13ft.  183.72 
105,894.16 


84,902.96 


iJiie). 
I", 429  I 

13,50] 
12,1(3 
33,124 
23,954 


112,  m; 


i8,:(s 

14,51! 

17,951 


ie,953 


.bo 


S 


•«  a, 

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39.345 
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616.392 

3,297 

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e<ps'^ut<etv 

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S.  Doc.  113. 

No.  9. 


685 


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jtn  account  of  the  amount  of  bounties  paid  out  nf  the  treasury  of  France  for 
the  encouragement  of  the  cod  and  whale  fisheries,  fnm,  1842  to  1849, 

inclusive. 


« 

of 


n 

SI 


OB 

n 


10 

o 


•  03   • 

•  fct  • 

•  ^« 

•  -s 

►>  -€2 

•a  M 

§  "5  2 

1  -" 

^  n 


Years. 


1849 

1843 

1844 

1845 

1846 

1847 

1848 

1849 

Total 


Cod  fishery. 


Frmrs. 
3, '.295. 1265. 18 
3,923,518.16 
4,079, 2fiU.  84 
4,765,646.96 
4,401,531.36 
3,760, 6n8.58 
3,40,446.01 
3,644,!)S7.33 


31,381,314.42 


Whale  fishery. 


Frtmti. 
356,845.54 
461,455  25 
627,938.69 
924,609.76 
296,611.06 
277,845.40 
89,948.40 
190,821.53 


2,4-26,068.62 


Total. 


Prantt. 
3,659,130.79 
4,383,973  41 
4.607,199.53 
4,990,249.79 
4,778,142.49 
4,038,513.98 
3,52:4,394.41 
3,835,778.85 


33,809,383.04 


Annual  average  during  the  above  eight  years,  4,226,172.88  francs. 

NoTC— The  amount  of  bounties  paid  in  France  up  to  the  let  day  of  December,  1851,  was 

[u  ollows: 

francs. 

[Ond  2,631,643.90 

Iwhale .* 178.010.69 

Total ♦ 2,81)9,654.59 


i    •' 


Ik     ■        t 


-\ 


l^^ 


.4/< 


>!'  1 


?1  hh  I',      1^) 


S.   Doc.  112. 


687 


APPENDIX. 


■  -ii 


Ilaviiifi:  (Icscrihetl  in  previous  portions  of  this  report  tho  vnrions  works 
khicli  compose  our  system  of  artificiul  improvement^,  ii  l)ricf  notice  of 
tlu!  internjil  und  domestic  commerce  of  the  country,  wliich  miiy  be  siiid 
to  he  the  result  of  these  works  in  connexion  with  our  iinriviillcd  nutmal 
cliiiniu'ls  of  irjide— our  navigable  hikes  and  rivers;  tiie  <^('n(>ral  ehiirac- 
teraiul  direction  of  this  cominerce;  its  progressive  development,  and 
present  iind  prospective  magnitude;  the  influence  it  has  exerted  in  the 
iidvanceincnt  of  the  wealth  and  prosperity  of  the  country ;  and  the  re- 
lation that  some  of  our  leadifig  staples  bear  to  our  f()reign  and  domestic 
trade— forms  an  appropriate  sequel  to  be  considered  in  this  Apj)endiy. 

The  great  fucilities  which  are  offered  by  the  topographical  features 
of  the  country  f()r  a  vast  and  extended  domestic  eonnneree,  were  fore- 
seen at  an  early  period  of  its  history.     The  wonderful  sagacity  of 
IWashinotox  discovered  and  predicted  the  result  which  the  people 
lliave  within  a  comparatively  few  years  achieved.     When,  in  17S3,  he 
[proceeded  up  the  Mohawk  valley  to  Fort  Stanwix,  the  present  site  of 
[itomc,  N.  v.,  and  from  thence,  over  the  route  now  occupied  by  the 
JEiie  canal,  to  the  waters  of  Wood  creek,  which  flow  into  Lake  Onta- 
rio, and  from  thence  to  the  sources  of  the  Susquehanna,  he  gave  the 
Iff illowing  expression  to  this  glowing  thought:  "Taking  a  eontempla- 
[tivc  and  extensive  view  of  the  vast  inland  navigation  of  the  United 
IStales,  I  could  not  but  be  struck  with  the  immense  difilision  and  im- 
portance of  it,  and  with  the  power  of  that  Providence  who  had  dealt 
his  favor  to  us  with  so  profuse  a  hand.     Would  to  Cod  we  may  have 
wisdom  to  improve  them." 
Our  national  progress  has  undoubtedly  far  transcended  all  that  the 
'Father of  his  Country"  dared  ever  to  hope  or  desire.     (Jur  natural 
avenues  have  been  improved,  and  artificial  ones  have  been  constructed, 
pillowing  the  free,  rapid,  and  cheap  movement  of  the  products  of  national 
^industry  in  every  direction,  and  the  producer  and  consumer  in  every 
f;|)orli()nof  the  country  are  brought  into  convenient  connexion  with  each 
|*^ther.    By  opening  easy  access  to  markets,  the  development  of  our 
|:fe,«ourccs  has  been  stimulated  to  an  extraordinary  degree.     The  re- 
sults obtained  can  hardly  be  better  expressed  than  by  eopjnng  the  fol- 
Qwing  p;iriigriiph  from  the  celebrated  Treasury  Report  of  the  Hon. 
lobort  J.  Walker,  of  1847-48,  in  which  he  says : 
P  "The  value  of  our  products  exceeds  three  thousand  millions  of  dollars. 
"Our  population  doubles  once  in  every  23  years,  and  our  products  quad 
uple  in  the  same  period.     Of  this  three  thousand  miliums  of  dollars 
"hly  about  $150,000,000  are  exported  abroad,  leaving  $2,850,000,000 
It  home,  of  which  at  least  $500,000,000  are  annually  interchanged  be- 
jwcenthe  several  States  of  the  Union.    Under  this  system,  the  larger 


Mi 


^  f'  '  5 » 1  .■ 


i  i 


Ml 


6B8  S.  Doc.  112. 

the  area  and  the  greater  the  variety  of  climate,  soil  and  products,  th^ 
more  extensive  is  the  commerce  which  must  exist  between  the  States. 
and  the  greater  the  value  of  the  Union.  We  see  then,  here,  under  tli^ 
system  of  free  trade  among  the  States  of  the  Union,  an  interelinngc  of  I 
products  of  the  annual  value  of  at  least  $500,000,000  among  our  twcn- 
ty-one  millions  of  people,  whilst  our  total  exchangers,  including  itnpftnj 
and  exports,  with  all  the  world  beside,  containing  a  population  of  a 
thousand  millions,  were,  last  year,  $306,1 94,5iOO." 

The  following  tables  will  exhibit  something  of  the  productions  and 
value  of  the  country  in  1860,  and  of  its  commerce  with  foreign  nations 
in  1861.  These  tables  have  been  compiled  from  various  autlientic  and 
official  sources,  and  may  be  relied  upon  as  the  nearest  approximation 
to  correctness  that  can  be  had  under  the  present  system  of  procurini 
statistics. 

The  following  statements  show  the  trade  and  commerce,  population 
,     treasuiy  receipts,  &c.,  of  the  country,  for  sgveral  years : 

Average  yearly  imports,  1821  to  1826,  inclusive,  specie 

omitted $74,654,315 

Average  yearly  imports,  1821  to  1826,  inclusive,  specie 

included 80,878,348 

Average  yearly  imports,  1848  to  1852,  inclusive,  specie 

omitted 176,247,101 

Average  yearly  imports,  1848  to  1852,  inclusive,  specie 

included 181,966,579 

Average  yearly  exports,  1821  to  1826,  inclusive,  specie 

omitted -. 69,439,7So 

Average  yearly  exports,  1821  to  1826,  inclusive,  specie 

included 77,491,843 

Average  yearly  exports,  1848  to  1862,  inclusive,  specie 

omitted 165,760,131 

Average  yearly  exports,  1848  to  1862,  inclusive,  specie 

included 175,943,360 

Tonnage  in  1821 1,298,958  tons. 

Tonnage  in  1862 4,138,441  tons, 


lA.i. 


c,  soil  and  products,  th, 
L'xist  between  the  Siaipj. 
fice  then,  here,  under  ilif 
Union,  un  interchange  ci  I 
000,000  among  our  iwcn- 
hiinges,  including  imponj  I 
taining  a  population  of  a 

aoo."  1 

ig  of  the  productions  and 
iierce  with  foreign  nations 
rom  various  authentic  and  1 
lie  nearest  approximation 
Qsent  system  of  procurin" 

ind  commerce,  population, 
reral  years : 

isive,  specie 

$74,554,310 

isive,  specie 

.^ 80,878,348 

isive,  specie 

176,247,101 

isive,  specie 

._-     181,966,579 

isive,  specie 

69,439,7So 

isive,  specie 

77,491,8« 

isive,  specie 

165,760,131 

isive,  specie 

, 175,943,360 

1,298,958  tons. 

4,138,441  tons. 


8.  Doc.  112.  689 

Itcrcijitt  into  the  Trmmry /torn  ru*tomn  and  nthrr  unuri'rs. 


Y«<or. 


CuRtoinA.  >  TutAl  rroui  nil  iioiircpi. 


il«.()0, 

blo. 


l'*3l . 
b'j2, 


1S30. 

1531 . 

1532 , 
ISJ3 , 
IS34. 


|847. 
)64S. 

1849. 
ISoO . 
[Sol . 

m . 


Average. 


$0,0S0,9.'J2 
15,005,612 


$l"J,|.')i,|S4 
KM  44,200 
2().ssl,4!KJ 


Si:j,004,447 

iy,0S8,4:l:J 
17,878,;{2.'> 
20,098,713 


Sl!»,o7:i,703 
2(),2:{2,427 
20,0 10,006 
20,:;^  1,21 2 
2(i,s40,868 


87,059,079 


17,531,930 


Average. 


$21,922,391 
24,224,441 
28,465,237 
29,032,508 
16,214,957 


107,408,866 


21,453,773 


$24,S44,116 
28,520,820 
31,805,661 
33,948,420 
21,791,935 


119,859,534 


25,971,907 


$23,747,804 
31,757,070 
28,346,738 
39,668,686 
49,017,567 
47,339,326 


143,976,864 


28,795,373 


$52,025,989 
5(),093,450 
59,603,097 
47,421,748 
62,312,979 
49,728,386 


Per  cent,  incncse  in  custom  receipts. 


Year. 


50, 


Customs. 


$8,553,309 

15,005,612 

21,922,391 

13, 

39,668,686 


1 ,922,391  ^ 
J,499,602  ) 


Per  cent,  iucrease  for  10  years. 


. .  .(Decrease.) 


7S|  + 
46  A + 


1934  + 


I- 


'i      t 


45 


690 


S.  Doc.  112. 


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692 


S.  Doc.  112. 


On  the  1st  of  June,  1850,  the  population  of  the  United  States  wa$ 
23,2639000,  and  the  rate  of  increase  during  the  preceding  ten  years 
with  an  average  immigration  of  150,000  per  annum,  was  shown  to  be 
About  three  and  one-fifth  per  cent,  annually.    At  this  rate  of  prowesj 
the  inhabitants  had  increased  to  25,237,000  on  the  1st  of  January,  is.jqI 
But  during  the  intervening  time  there  had  arrived  from  Europe  990,0()o 
Immigrants,  which  was  604,000  above  the  average  for  the  same  lenstJ 
of  time  during  the  previous  decennial  term.     This  excess  being  added 
to  the  natural  increase,  and  to  the  number  of  immigrants  who  had arl 
rived  upon  the  average  before  mentioned,  the  result  shows  that  the  I 
population  of  the  United  States  on  the  1st  of  January,  1853,  wajl 
25,841,000,   representing  an  increase  of  2,578,000,  somewhat  over! 
eleven  per  cent.,  during  the  thirty-one  months  preceding.    This  increase  I 
of  population  is  probably  greater  than  the  ratio  which  ought  to  be  aj.| 
sumed  in  estimating  the  advance  of  the  country  in  respect  to  its  prop.  I 
erty,  productions,  and  material  resources  in  general.    Ten  per  cent.  I 
may  be  adopted  as  a  truer  ratio,  and  upon  this  basis  of  coinputatiojl 
and  comparison  the  following  tables  have  been  prepared. 


S.  Doc.  112. 


698 


of  the  United  States  waj  I 
y  the  preceding  ten  year?, 
r  annum,  was  shown  to  be 
At  this  rate  of  progress 
m  the  1st  of  January,  IS5.3I 
•rived  from  Europe  99O,00i) 
iverage  for  the  same  lenjrtli 
This  excess  heing  added 
)f  immigrants  who  had  aiJ 
,  the  result  shows  that  the 

st  of  January,  1853,  waj 
2,578,000,  somewhat  over 
IS  preceding.     This  increcL<e 

ratio  which  ought  to  be  as- 
untry  in  respect  to  its  prop. 
in  general.     Ten  per  cent.  I 
1  this  basis  of  computation  I 
)een  prepared. 


Xalmtion  of  real  and  personal  estate  of  the  inhabitants  of  the  United  States 
for  the  years  ending  June  1,  1860,  and  December  31,  1852,  together  with 
the  average  amount  to  each  inhabitant. 


States  and  Territories. 


Jlune 

Ijiew  Hampshire . 

IVermont 

lUssaacbusettB... 
iKhode  Island — 

Iconnecticut 

iKewYork 

JNewJerey 

Ipennsjivania  — 

iDelaware 

iMaryland 

Hrginia 

h'orth  Carolina . . 

Htuth  Carolina  . . 


sorpa.. 
!lorida.> 
Liabama- 


Louisiana, 
lejas — 


lennessee  . 
Kentucky.. 

Ohio 

Kichij;aa .. 
odlana.... 
llinois  — 
tissouri... 


wa 

Vificousin 

California 

pintrict  of  Columbia . 
Ifmnesota  Territory.. 

(Jtah  Territory 

egon  Territory 

lew  Mexico 


Aggregate. 


True  or  estimated 
value  ia  1850. 


$122, 
103, 

92, 
573, 

80, 

155, 

1,080, 

200, 

722, 

18, 

219, 

430, 

226, 

288, 

335, 

22, 

228, 

228, 

233, 

52, 

39, 

201, 

301, 

504, 

59, 

202, 

156, 

137, 

23, 

42, 

22, 

14, 


777,571 
652, 835 
205, 049 
342,286 
508,794 
707,980 
309,216 
000, 000 
486, 120 
652,053 
217,364 
701,082 
800, 472 
257,694 
425,714 
862,270 
204, 332 
951,130 
998,764 
740,473 
841,025 
246,686 
628,456 
726, 120 
787,255 
650,264 
265, 006 
247,707 
714,638 
056, 595 
161,872 
018,874 


986, 083 
063, 474 
174,471 


True  or  estimated 
value  iu  1852. 


$135,055,328 

114,018,118 

10],  425,553 

630,676,514 

88, 559, 673 

171,278,778 

1, 188, 340, 137 

220,000,000 

794,734,732 

20,517,258 

241, 139, 100 

473,771,190 

249, 480, 519 

317, 083, 463 

368,968,285 

25, 148, 497 

251, 024, 765 

251,846,243 

257,3i)8,640 

58, 01 4,  .520 

43,825,127 

221,371,354 

331,791,301 

555,198,732 

65,765,980 

222,915,290 

171,891,506 

150,972,477 

26, 086, 101 

46,262,254 

24,378,059 

15,420,761 


1,084,691 
5,569,821 
1,291,918 


7,133,369,725  |    7,846,706,697 

i 


Population  of 
each  State 
January  1, 
1853. 


649,338 
3S2,960 
348,673 

1,103,883 
163,769 
411,578 

3,438,107 
543,406 

2, 566, 082 
101,603 
647, 168 

1,578,043 
964,482 
742,042 

1,005,658 
97,015 
856,554 
673,276 
574,690 
235,977 
232,699 

1,112,913 

1,090,569 

2,198,252 
441,395 

1,097,141 

945, 131 

757,067 

213, 357 

3;}8, 762 

183, 150 

57,372 

6,744 

12,631 

14,755 

67,701 


Aver 


rage  real 
d  perMin- 
property 
.»  each  in- 
dividual. 


and  j 

al 

to 


$208 
323 
290 
571 
540 
416 
345 
404 
309 
201 
372 
300 
258 
427 
366 
259 
293 
374 
447 
245 
188 
198 
304 


148 
2U3 
181 
199 
122 
136 
133 
268 


86 

384 

19 


H 


In  the  preparation  of  the  foregoing  statement,  the  tables  of  the  sev- 
nth  census  have  been  strictly  fbllowi^d,  and  the  general  rates  of  in- 
fease,  both  for  population  and  property,  found  to  have  obtained 
rougliout  the  country  during  the  past  thirty-one  months,  have  been 
pplied  to  each  State,  though,  of  course,  some  States  have  advanced 
luch  more  rapidly  than  others.     There  is  reason  to  believe  that  the 

al  and  personal  property  is  considerably  undervalued  in  the  census 
fport.    This  will  be  illustrated  by  the  following  comparison  of  jirop- 


if  ''  f 


ii 


994  S.  Doc.  112. 

erty  and  wealth  among  the  urban  and  rural  population.     It  nprx'afi 
from  tlie  census  that — 

140  cities  and  towns,  of  more  than  10,000  inhabitants  each, 

contain  a  jiopulation  of 2,S6O,000 1 

Towns  and  villages  of  over  iiOO  inhabitants  (esiimated). . ,     l,l4o,()(jf) 

Total  population  of  cities,  towns,  and  villages  in  the  United 

States 4,000,Ofl<)| 

Total  rural  popuhnion 19,8(j;(,(j(kj 

The  four  cities  of  New  York,  Philadelphia,  Baltimore, 

and  Boston,  contain  a  population  of 1,214,000 1 

Amount  of  real  and  personal  property $702,000,000 1 

Avciage  amount  of  real  and  peisonal  property  to  each 

individual  in  the  above  cities $575 1 

Aggregate  amounf  of  real  and  personal  property  owned 

by  residents  in  cities,  towns,  and  villages $2,312,000,0 

The  average  amount  of  personal  property  owned  by  each  inhabitant  I 
of  cities  and  towns  appears  to  be  $166.     If  the  average  anicng  tlie 
rural  free  population  be  about  the  same,  it  follows  that  the  uggre* 
gate  distributed  among  that  class  is  $2,660,000,000.     The  total  iiimmntl 
of  real  and  personal  property  in  the  United  States  on  the  1st  Juiu;,  iSSfl, 
therefore,  maybe  thus  stated: 

Value  of  farms,  plantations,  live  stock,  farming  imple- 
ments, materials,  &c $4,509,304,000 1 

Personal  estate,  other  than  above,  owned  by  the  rural 

population 2,600,000,0 

Real  and  personal  property  owned  in  cities,  towns, 

and  villages 2,312,000,0 

United  States  and  State  stocks  owned  in  the  United 

,    Stales,  representing  public  property  and  not  taxed        100,000,000| 

Total  value  of  real  and  personal  property  of  the  Uni- 
ted States  hi  1850 9,071,304,1 

Add  10  per  cent,  for  increase  of  prices  since  June,  1850        9O7,i;J0,40(l| 
Add  10  per  cent,  tor  increase  in  the  amount  of  property        907,l:j(i,l 

Total  value  of  real  and  personal  property,  January  1, 

1853 lO,S85,G30y 

The  subjoined  table  is  designed  to  exhibit  a  general  viewofiifj 
agriculture  of  the  United  States.  The  aggregate  qu.ntity  and  viilut«l 
crops  arc  first  presented,  and  next  the  several  items  which  are  supiwj'ij 
to  constitute  the  fixed  capital  of  the  agricultural  interest.  It  liii!*  lift'J 
thought  proper  to  assign  one-f()urth  of  the  value  of  live  stock  to  tlxl 
column  of  annual  production,  as  that  is  probably  the  rate  of  yciirlyifrj 
crease.  The  remainder,  together  with  the  value  of  farms  and  (mim 
implements  and  machinery,  should  obviously  be  reckoned  as  cajiitail 


S.  Doc.  112. 


695 


In  risf<Tti)i;iincr  llin  ?ivrrngo  price  of  crops,  those  of  the  New  Yf)rU  Price 
(jimtit  tl»r  Jjiiiu.'.ry,  l>-<oli,  have  hvcn  tnkcn,  nnd  a  (Icdiictinn  tlu-ro 
troinoJ'lil'ucii  pvr  cent,  has  been  mule,  to  cover  cxptti'^cs  of  tri'risport- 
atjon  imd  <;()iiiiii(!rcial  charges.  Where  special  circumstances  n  <|uire 
I  (li'p  irtiiic  from  this  rule,  they  are  noticed  in  the  remarks  jippended  to 
ilic  tabic. 


ling  imple- 

$4,59D,3C4,O00| 

y  the  rural 

, 2,6GO,OO0,0(Kl| 

ies,  towns, 

2,312,000,OflO| 

the  United 

1  not  taxed        100,000,OIM| 

of  the  Uni- 

9,071,3f.4,OM| 

June,  1850  907,i;W,«j| 

of  property  907,l'i''J 


TMc  '/iou:ir);f  the  amnvnl  and  valve  of  the  inoductiotm  of  agriculture  In  the 
Lnited  States Jir  the  yiar  1S52. 


rnxlMutioni. 


Quantity. 


Wlifiit biishols . 

1{m-  •#•«•*  ••«■••  -•••-■  ■.«...  no ... 

Ii'nlinn  com «'«•-- 

i(Min *»--• 

Iliw poimds. 

W«(!<-o <lo--- 

(llltdB do... 

i  Ww»I <!<••■• 

JV'W  au'l  lii'iiOM buslifls . 

IHkIi  |H»«ni<icH (Id  . . . 

I  ,Sf M  piituliii'H do . . . 

Barli-y do... 

I  Ityckwliciif do... 

Orcbrd  jirodiicc 

1  \Viit« giillons. 

Vuliii*  iif  prixiiicf^  (»f  inui'kct  gnrdeus. 
j  iiiittifr pounds. 

(:Im04« do... 


Hay tons.. 

I  I'liivcr  Mv\  i)',\\KV  %\'AM  RccdN,  buHhels. 

Hm  niM'd do. . . 

I  llii|M pouiuln. 

I  lli'Uii* tons . . 

ITix pounds. 

{Mii|*l<!  nutfiir do... 

k'uiw  mv.M do... 

MdIwi'K gallons. 

IWitwiiK  nnd  luMi'-y pounds . 

Aniiuiili*  iil,iiiK)ilcr<Ml 

I'oiiliry 

Fcnili'Tx 

Milk  and  »•»(«« 

Kt'niiluiim  of  ('i'«ipii  not  coiisumod  by 

AjuiUttl  \w.rvMv  of  live  Htock 


143, 000, 000 

1  ,607,000 

652,  (100, 000 

i(;i,ooo,ooo 

236, 843, 000 

283,  TOO,  000 

1, 291),  000,  OIK) 

M,  067, 000 

10,141,000 

97, 500, 000 

42, 08.-.,  000 

5, 683, 000 

9, 900, 000 


Pricp. 


Totfll  value. 


1,000,000 


344,  &92, 000 

lU>,08-<,000 

15, 21-i,  000 

974,  380 

8, 487, 500 

4,231,000 

39, 000 

15, 420, 000 

39, 675, 000 

272, 339, 000 

13,970,000 

16,51)0,000 


$1  00  par  bushel.. 

89  ....do 

60  «lo 

44  ....do 

3  40  p«r  pound.. 

6 do 

10  ....do 

50  ....do 

80  per  buhht'l . . 

75  ....do 

80 do 

60 do.- .. 

50  do 


50  p«r  gallon.. 


20  per 

6  .... 

12  50  per 

5  00  per 

1  30  .... 

17  per 

136  00  per 

6  per 

5  ... 

4 

25  per 

20  per 


pound.. 

,  «lo 

ton 

biis-hi'l.. 

do 

pound.. 

ton 

pound.. 

.do 

-do 

giilloii.. 
pouud . . 


stock  . 


1143,000,00) 

13,H80,2:«) 

391,200,000 

70,  840, 000 

8,  052,  mi 

16,980,000 

•12!),  000, 000 

2!),  033, 500 

8,  1 12, 800 

73,  125, 000 

33, 6(i8, 000 

3,  409, 800 

4,900,000 

10,(100,000 

500,  000 

50,  0(10, 000 

68,918,400 

(!,  9(14, 280 

190,275,000 

4,871,900 

11,(!33,750 

719,270 

5,  3i!4, 000 

9-J5,2(i0 

l,9ri3,750 

10,  893, 000 

3,  442, 500 

3,  750,  000 

133,  (!(!(!,  000 

20, 1)00,  000 

2,  000,  000 

2.5,  000, 000 

110,000,000 

11)7,751!,  000 


n 


A 


Totnl  Hnri(i("l  productions  of  agri  culture I  1 ,  752, 583, 049 


hibit  a  general  view  of  tlnj 
[regate  quMitity  ami  v;iluec(l 
ral  items  which  an;  .<ui»i)o.«  I 
iltural  interest.  It  Ims  M 
e  value  of  live  stock  to  tlit| 
obably  the  rate  of  yciiiiy  *! 
3  value  of  farms  and  liruii/jj 
usly  be  reckoned  as  a\m 


jV.liitjdf  Cn;i« $3,911,864,000 

Tlirc<..f,M|.tliK  (tf  tbr  vidiioi  of  live  stock 503,  250, 000 

[Viluo  of  fuiMi  iiiiplcincnts,  &c HI ,  i50, 000 


Tdial  capital  employed  in  agiieulturc. 


4,5;»9,  3'il.(IC0 


*'rh(!  price  stated  may  be  too  Ligb,  and  tho  quantity  underrated. 


696 


S.  Doc.  112. 


i 


l'^ 

I,,-.       j 

rrim 

■ 

it 

:';i 

m 

REMARKS  UPOX  THE  AGRICULTURAL  TABLE. 

1.  The  crop  year  of  1849,  to  which  the  returns  of  the  seventh  census 
apply,  was  reported  nearly  all  over  the  country  as  a  season  of  "short 
crop."  Investigations  undertaken  by  State  legislatures  and  agriculturiii 
societies  prove  that  the  figgregate  production  of  wheat  reported  in  tlie 
census  tables  was  below  the  average  by  at  least  30,000,000  of  bushel:!. 
That  amount  has  been  added  to  Ibrm  a  basis  of  comparison  for  ascer- 
taining the  crop  of  the  past  year,  as  given  in  the  foregoing  table. 

2.  The  qnmitity  of  tobacco  assumed  as  the  production  of  1 852,  ex- 
hibits  an  increase  of  more  than  Ibrty  per  cent,  on  that  of  1849.-  This 
result  is  ascertained  from  commercial  statements,  and  circulars,  the  ac 
curacy  of  which  there  is  no  reason  to  question. 

3.  The  cotton  crop  of  1852  is  estimated  at  3,225,000  bales  of  the 
average  weight  of  400  pounds,  and  the  average  price  for  the  year  is 
assumed  at  ten  cents  per  pound.  The  quantity  will  probably  exceed 
that  given  in  the  table.  Able  statistical  writers  have  made  calculations 
showing  the  probability  of  such  an  increase  in  the  production  of  this 
great  staple  as  will  bring  up  the  crop  of  1860  to  1,720,000,000  pounds, 

4.  The  census  returns  of  1850  showed  a  small  decrease  of  the  potato 
crop  as  compared  with  1840.  This  was  owing  to  the  disease  called 
the  potato  rot.  That  disease  is  said  to  be  disappearing,  and  it  is  con- 
sidered safe  to  assume  the  production  of  the  past  year  as  about  equal  to 
what  it  would  have  been,  had  no  such  cause  of  retrogression  occurred 
during  the  course  of  the  late  decennial  term. 

5.  The  census  tables  undoubtedly'-  present  an  estimate  of  the  wine 
crop  very  fiu*  below  the  truth.  In  the  State  of  Ohio,  the  vintiure  of 
1849  yielded  more  than  the  whole  quantity  assigned  to  the  United  States. 
Since  that  year,  ruimerous  vineyards  along  the  Ohio,  in  Missouri,  and  else- 
where— some  of  them  of  large  extent — have  been  brought  into  a  con 
dition  to  add  largely  to  the  production  of  the  country  in  this  article 
California  and  New  Mexico,  also,  reported  as  producing  more  than  a 
quarter  of  all  the  wine  of  the  United  States,  must  become  fertile  wine 
districts. 

6.  The  value  of  the  produce  of  market  gardens  is  much  understated  in 
the  census  returns.  Tne  class  of  produce  coming  under  this  designa- 
tion includes  the  whole  of  some  highly  important  crops,  as  beets,  tur- 
nips, carrots,  onions,  parsnips,  melons,  tomatoes,  besides  numerous 
minor  productions  which  are  separately  of  small  account,  l)ut  collpct- 
ively  amount  to  a  very  large  sum.  The  estimate  in  the  table  is  a  mod- 
erate one. 

7.  The  price  of  hay  in  New  York  at  the  end  of  the  3'ear  1852,  was 
between  twenty-five  and  thirty  dollars  per  ton.  But  the  quantity  of 
this  bulky  article  entering  into  the  trade  of  the  country  is  relalivcly  so 
small,  and  the  expense  of  its  transportation  to  a  market  is  so  consid- 
erable in  comparison  with  its  original  value,  that  the  arbitrary  sum  of 
$12  50,  or  less  than  half  the  selling  price  in  New  York,  has  been  as- 
sumed as  the  average  in  the  country  at  large. 

8.  The  item  of  the  value  of  hides  and  peltries  is  a  very  important 
one,  amounting  doubtless  to  many  millions  of  dollars;  but  it  is  pre- 
sumed to  be  included  in  the  value  of  animals  slaughtered. 


S.  Doc.  112. 


69T 


IL  TABLE. 

IS  of  the  seventh  census 
iT  as  a  season  of  "short 
slatures  and  agricuhuriil 
■  wheat  reported  in  tlie 
It  30,000,000  of  bushels. 
of  comparison  for  ascer- 
le  foregoing  table, 
production  of  1852,  ex- 
.  on  that  of  1849.-  This 
ts,  and  circulars,  the  ac- 

.  3,225,000  bales  of  the 
ge  price  for  the  year  is 
ity  will  probably  exceed 
•s  have  made  calcukitions 
in  the  production  of  this 
to  1,720,000,000  pounds. 
lall  decrease  of  the  potato 
ng  to  the  disease  called 
sappearing,  and  it  is  con- 
ast  year  as  about  equal  to 
of  retrogression  occuned 

an  estimate  of  the  wine 

of  Ohio,  the  vintnge  of 

gned  to  the  United  States. 

)hio,  in  Missouri,  and  else- 

jeen  brought  into  a  con 

country  in  this  article 

producing  more  than  a 

nust  become  fertile  wine 


9,  Tlie  estimates  for  poultry,  feathers,  milk,  and  eggs,  of  which  arti- 
cles no  returns  are  found  in  the  census  tables  of  1850,  niiiy  seem  to  many 
extravagiint;  but  the  gross  amount  is  equal  to  an  average  of  only  some 
melve  or  fifteen  dollars  to  each  farming  establishment  in  tbe  United 
■itates,  and  is  undoubtedly  very  considerably  within  the  truth. 
^  10.  Too  high  an  importance  has  been  sometimes  attached  to  the 
residuum  of  crops  as  an  integral  part  of  the  agricultural  wealtii  of  the 
United  States.     In  official  tables  heretofore  published,  the  value  of  such 
portions  of  the  produce  of  the  field  and  forest  as  are  not  susceptible,  in 
he  usual  course  of  trade,  of  a  transfer  to  market,  and  must  be  con- 
sumed on  the  farm,  has  been  given  at  one  hundred  millions  of  dollars. 
But  it  should  be  remembered  that  by  far  the  greater  part  of  this  value 
his  been  already  expressed  in  that  of  live  stock,  by  which  nearly  the 
whole  of  it  is  consumed.     It  would  obviously  answer  no  good  purpose 
to  eive  prominence  to  what  has  been  thus  disposed  of  as  an  independ- 
ent item  in  our  annual  productions.     But  straw,  corn-husks,  and  some 
other  substances  which  come  under  this  classification,  are  extensively 
used  in  the  minor  manufactures  of  the  country,  and  will  bear  the  vaU 
uation  assigned  to  them  in  the  table. 


•^  ■li 


■I     t 


ns  15  much  understated  in 
ning  under  this  designa- 
rtant  crops,  as  beets,  tiir- 
atoes,  besides  numerous 
all  account,  l)ut  collect- 
te  in  the  table  is  a  mod- 


n; 


d  of  the  year  1852,  was 
on.  But  the  qunntityof 
e  country  is  relatively  so 
o  a  market  is  so  consid- 
hat  the  arbitrary  sum  of 
New  York,  has  been  as- 


tries  is  a  very  important 
)f  dollars;  but  it  is  pre- 
slaughtered. 


693 


S.  Doc.  112. 


The  fnjhmnrr  xtntcmimts  show  the  number  of  mnnvfacturing  csrahlishrnctm 
in  the  (Jiiifid  Sfntcs,  the  amount  of  raw  materials  used,  the  captalin. 
vested,  and  (he  total  value  ofjjroducts,  according  to  the  census  of  1850. 


Name  uf  States. 


ml 


Maine 

Now  Iliuiii)f)liii'e 

Vormont  

MaBsac'liiisettH 

Do fisheries... 

Connecticut 

Do fisheries 

New  York 

New  Jersoy 

Do...  .■fisheriea 

Pennsjivaiiia 

Delaware 

Marvliiiid 

Virginia 

North  Carolina 

South  Carolina 

*Goor{{iii 

'Alabama 

•Misf  iRsii)j)i 

'Florida 

•Louisiana 

*Tc.\a8   

•Arkansas 

'MisBoiiii 

*Kentufky 

'Tennessee 

♦Ohio 

•Indiana 

•Illiniiis 

'Michigan 

•Iowa 

•California 

*  Minnesota  and    other 

Territoiies 

•City  of  New  York 


No.  of  estab- 
lighuientB. 


3,977 
3,211 

1,H49 

8,2G9 

593 

3, 482 

252 

23, 553 

4,108 

101 

21,593 

531 

3, 708 

4,741 

2,004 

1,431 


Value  of  raw 
luatcrial. 


$13,55.5,800 

12,74.5,406 

4,172,552 

85, 856, 771 


23,589,397 


134,65.5,674 
21,992,186 


103 
1,016 


3,163 


87,2y6,377 

2,864,607 

17, 326, 7;J4 

18, 103, 433 

4, 805,  463 

2, 809, 534 


Capital  invented. 


220,611 

2, 4Sf.,  073 

309, 7.34 

28t),  899 

12,408,457 

12,458,780 

4,757,257 


9, 347, 920 
8,986,142 
6,221,348 
2, 093, 844 


47,664,594 


$14,700,452 
18,242,114 

5,001,377 
83,  357, 642 

5, 582, 650 
23, 589, 397 

1,986,300 

99,904,405 

22,184,730 

109,678 

94,473,810 

2,973,945 
14,753,143 
Irt,  108,793 

7, 2.52, 245 

6, 060, 565 


547, 060 

5,3M4,924 

613, 2;w 

3:}8, 154 

9, 194, 999 

14, 23!),  91)4 

7,044,144 


7,917,818 
6, 128, 282 
6,443,316 
1,256,410 


29,407,754 


VuliuHifannusi 
products. 


6>  coo,  849 
4-Mlll,lW 

2:i7,r,l)7,!!4!) 
3!»,7i;t,r^ 

14(1,  ftJO 

l'w,(J44,01l) 

4, 64!),  296 

sy,r)9'A013 
9,in,24o 

7,076,(/;7 
6,704,132 1 
4,4fi4,(l(« 
'^w4!),;3j 

7,n4;i,Hl< 

6t;H,!l5 

24,2.vi,i;;s 

'A  27:1, 2(1] 
!',44;!,?()l 
02.1111,1$ 
l?^,747,fi)« 
l<i,G7l,'S3 
111,7-JVS 
3,3!i;i,i|2| 
60,01)0, 

2, 313, « I 

90,382,0, 


Note. — The  chief  production  of  California  is  gt)ld. 

The  nmounts  set  opposite  those  States  marked  Avitli  a  star  arpmil 
officiiil,  iind  the  revision  of  the  table  now  going  on  in  the  Census  Office 
may  s;li,!.ihtly  vary  tiiem;  but  the  increase  or  dimunition  will  not  hm 
coiisidcrabU?  as  to  aflect,  in  a  material  manner,  the  dcductiiius  wliid 
it  is  our  |)urj)o.se  to  draw  from  the  statement.     The  aggrfgiiic  of  ik 
above  table  added  to  the  total  productions  of  agriculture  liulliepa.!t 
year,  and  the  value  of  homo  munufactures,  given  in  anollier  piirtiJ 
the  ceu-ius  .-statistics,  will  give  us  a  condensed  view  of  the  lotiil  inoiirvj 
value  of  the  productions  of  indu.-Jtry,  including  all  interests,  ibr  ilieye3i| 
18-52.     The  statement  is  as  follows: 

Productions  of  agriculture $l,7C9,5hV)lJ| 

Productions  of  general  industry,  1850 1,U;.](),UOO,0 

Incre.ise  of  productions  of  general  industry  in  1852. .         103,000,0 


mvfacturing  csrahlishmnu 
'.rials  used,  the  eaptul'm. 
tr  to  the  census  of  1850. 


L'ttpitttl  invefited.   VuliiBofannuil 

productj, 

$14,700,452 

fi4,fiM,]35 

18,242,114 

•Aiw.-jia 

5,001,377 

H,57(),»2(l 

83,357,642 

151,);J7,145 

5,582,650 

6,C0fi,849 

23, 589, 397 

45,11(1,  IM 

1,986,300 

2,(I04,4'!3 

99,9tl4,405 

2:l7,r)!)7,249 

22,184,730 

30,71;!,;^ 

109,678 

14(1,050 

94,473,810 

1. '5,(344,  Old 

2,973,945 

4,649,296 

14,753,143 

3-2,477,:ffl 

18,108,793 

a'J.sw.oij 

7,252,245 

i>,ni,'24r, 

6, 060, 565 

7,(l76,(in 

C.704,13i 
4,4li4,(K« 

'A74!),>» 

547, 060 

Cli-'.ffi 

5,304,924 

7,(I4:MU 

613,238 

i,2n'AH\i 

3:W,  154 

6(W,fl5 

9,194,999 

24, 2.5(1,  oK 

14,23U,9l>4 

'j;t,-<i7:!,2Pl 

7,044,144 

9, 441!, '81 

Crf.lKUS 

7,917,818 

1 1^,747, 1  fi- 

6,128,28;J 

l(i,()7l,XJ 

6,443,316 

l(l,7'iit,« 

1,256,410 

3,3!B,W 

GiMm 

29,407,754 


2, 342,  M I 
9U,  1*^,0 


alifornia  is  gold. 

marked  witli  a  stnr  arpnfd 
)ing  on  in  the  Ceiisds  (Jffict 
or  dimunilion  will  not  beso] 
inner,  the  dedui'timis  wlik! 
^ent.     The  aggn'gii!oot'ik| 
sof  agriculture  for  the  pas! 
given  in  iinotlier  p;irt(ii| 
s('d  view  of  the  lotiil  inomy 
ing  all  interests,  for  the  year 


j'm  1S52. 


Sl,7G9,5]3,Cti| 
l,Oo(),UUO,0 
103,000,0 


S.  Doc.  112.  6dl» 

Home  mannfiictures,  1S50» $27,500,000 

Increase  oi  home  nmnufucturcs,  1S52 t»,7oO,000 

Total  value  of  productions  of  industry,  including  all 
enumerated  interests '"'...       2,932,702,042 

Were  it  practicnble  to  bring  within  the  scope  of  a  general  svstcm  of 
stjitistical  inquiry,  like  that  of  the  late  census,  everv  variety  of  occu- 
pation leading  to  valuable  results,  it  cannot  be  doubted  that  this  grand 
;,i,(rrcgate  of  production  in  the  United  States  would  appear  much  larger 
tii:in  in  the  foregoing  statement.  Divided  by  the  mimber  of  inhabitants, 
tree  and  slave,  it  gives  $120  as  die  average  annual  production  »)f  each 
person.  If  w'o  estimate  the  proportion  of  adult  males  as  one  to  li)ur  of 
the  whole  population,  the  annual  average  production  of  each  is  shown 
to  be  S504. 


Siatmcnt  exhibiting  the  value  of  domestic  frodnce  avd  maiivfurttirc  ex- 
pried  annmlly  from  1821  to  1852,  and  also  the  vatu.:  per  aqnlu  durin^ 
the  same  iitriod. 


tr 

o 


Years  ending — 


Value  of  domestic 
produce,  &c., 
expoited. 


Population. 


September  30 

Do 

Do 

Do 

Do 

Do 

Do 

XjO >.■  ■■>•>>  •»-•>• 

Do 

XJO •>•«■■■•-  ■■«>•• 

Do 

Do 

Do 

Do 

Do • 

Do 

Do 

Do 

Do 

Do 

I  Nine  iiiontlm  to  June  30, 
!  Year  io  June  30 

Do 

Do 

Du 

Do 

Do 

Do 

Do 


1821 

1822 

1823 

1824 

1825 

1826 

1827 

1828 

1829 

1830 

1831 

1832 

1833 

1834 

mv> 

1836 

1o«j7  -  - . . .  >  • 

18:» , 

1839 

1840 , 

1841 

1842 

1843 

,1844  

1845 

1846 

1847 

1848 

1849 

1850 

.1851  

,1852  


113,671,894 

49,874,079 

47,155,408 

50,649,500 

66,809,766 

52,449,a-)5 

57,878,117 

49,976,632 

55, 087, 307 

58, 524, 878 

59, 218, 583 

61,726,529 

69,950,856 

80,623,662 

100, 4.59, 481 

106, 570, 942 

94,280,895 

95, 560, 880 

101,625,533 

111,660,561 

103,636,236 

91,799,242 

77, 686,  :J54 

99,531,774 

98, 455, 330 

101,718,042 

150, 574, 844 

13),  203, 709 

13l,71(»,081 

134, 900, 233 

178,620,138 

154,930,947 


9,960,974 
10,283,757 
10, 006, 540 
10,929,323 
11, 252, 106 
11,574,889 
11,897,672 
12,220,455 
12,-543,238 
12, 86(),  020 
13,2H(;.:i(M 
13, 706, 707 
14,  127, 050 
14,547,393 
14, 907, 73<) 
1.'-.,  3><8, 079 
15, 8(;8, 422 
16,22H,7(K) 
16,649,1(;8 
17, 009, 453 
17,612,5(17 
18,1.5,5,561 
18,698,615 
19,241,670 
19,784,725 
2(»,  327, 780 
20, 870,  H:i5 
21,413,890 
21,9.56,945 
23,246,3)1 
24. 2,50, 000 
25, 000, 000 


Value  per 
capita. 


14  33 
85 
44 
63 
94 
53 
86 
09 
39 
54 
46 
50 
95 
54 
71 
92 
96 
89 
10 
54 
88 
05 
15 
17 
97 
00 
21 
08 
00 
80 
36 
19 


'■li 

ffl.( 

'  ill  ' 

*  Employed  in  mauufuctures — 613,000  males,  214,000  females. 


1  1 

imii 

m  ^ 

■^^H 

1  W 

- 

in 

jt»u 

yi    ^ 

1 

■IBM 

i^  ^ 

ji 

ljH| 

pr 

ij     1 

M  Unl!  / 

vT 

'.     '1 

^.    t. 

,          a 

700 


S.  Doc.  112. 

Per  c«l^  increase  of  domestic  CTportt. 


Yean. 


1821. 

to 
1830. 

to 

1840. 

to 
1860. 


Amount. 


$43,671,894 
58,524,878 

113,895,634 
136,946,912 


Per  cent,  increue. 


34+ 

94  3-6tli.s+ 
20  l^tli+ 


Exports  of  domestic  produce  for  several  years^  with  amount  to  each  individual 


Year. 


1830. 
1840. 
1850. 


Amount. 


$58,524,878 
113,895,634 
136,946,912 


Population. 


12,866,520 
17,069,453 
23,119,504 


Amoout  to  each  irnii. 
viduul. 


$4  54  10-12+ 
6  67  2-9+ 
5  92  1-3+ 


The  following  table  has  never  been  published;  it  shows  that  the  ex- 
ports have  doubled,  per  capita,  with  an  increase  of  the  population  of 
about  two  hundred  and  forty  per  cent ; 


h-^ 


Per  cent,  increue. 


S.  Doc.  112. 


701 


!\uitfmmt  exhihiting  the  value  of  foreign  mcrchamVm  imporfed,  rr-cqmteil, 
and  tomumed,  anniialltj,  from  1^21  to  1M51,  imlu»irr,  and  ttho  the  e»ti- 
nuitcd  jmjtulation  and  rate  of  consumittion,  jur  aipitu,  during  the 
jKriod, 


tame 


amount  to  each  individual, 


ition. 

Amoaut  to  each  iiidi- 
viduul. 

6,520 
9,453 
9,504 

$4  64  10-12+ 
6  67  2-9+ 
5  92  1-3+ 

Yesni  ending— 


S«pteinber30. 


led ;  it  shows  that  the  ex- 
ease  of  the  population  of 


.1821 

itm 

18si3 
1824 
1823 
1826 
1827 
1828 
1829 
1830 
18:U 
1832 
1833 
1834 
1835 
1836 
1837 
1838 
1839 
1840 
1841 
1842 
9m'thitoJutie30, 1843 
Ytnr  to  June  30. . .  1844 
1845 
1846 
1847 
1848 
1849 
1850 
1851 
1852 


Value  of  foreign  merchandise. 


Imported. 


$62,585,724 

83, 241,. 541 

77,579,267 

80,649,007 

96, 340, 075 

84,974,477 

79,484,068 

88, 509, 824 

74,492,527 

70,876,920 

103,191,124 

101,029,266 

108,118,311 

126,521,332 

149,895,742 

189,980,035 

140,989,217 

113,717,404 

162,092,132» 

107,141,519 

127, 946, 177 

100, 162, 087 

64,753,799 

108, 435, 035 

117,254,564 

121,691,797 

146,545,638 

154,998,928 

147,857,439 

178, 138, 318 

a23,419,005 

252,613,282 


Re-esported. 


$21,302,488 
22,28«j,202 
27,543,622 
25,337,157 
32,5JM),643 
24,539,612 
23,403,136 
21,595,017 
16, 658, 478 
14,  ;W7, 479 
20, 0;«,  526 
24,039,473 
19,822,735 
23,312,811 
20, 504, 495 
21,746,360 
21,854,962 
12,4.52,795 
17,494,525 
18, 190, 312 
15, 499, 081 
11,721,538 

6,552,6!r7 
11,484,867 
15, 346, 830 
11,346,623 

8,011,158 
21,132,315 
13,088,865 
14,951,808 
21,743,293 
17,273,341 


Cnnmimed 
and  on  hand. 


141,283,236 

60, 955,  339 

50,035,645 

5ij,211,«)0 

63,749,4:« 

60,434,8<J5 

5(5.080,932 

66, 914, 807 

57,  KM,  049 

56, 489, 441 

83, 157, 59,5 

76,989,793 

88,295,576 

103,208,521 

129,391,247 

168,233,675 

119,134,255 

101,264,609 

144,597,607 

88,951,207 

112,447,0i)6 

88, 440, 549 

58,201,102 

96, 950, 168 

101,907,734 

110,345,174 

138,534,480 

133,8(;6,613 

134,768,574 

163,186,510 

201,675,712 

195,339,941 


a 
.S 

I 


9,9(«),974 
10,2'-I3,757 
10,6(H>,.540 
10,929,323 
11,2.')2,106 
11,574,889 
11,897,672 
12,220,455 
12,.'>43,2:W 
12,  mi,  020 
13,286,364 
13, 706, 707 
14, 127, 0.50 
14,547,393 
14,9<}7,7iJ6 
15,388,079 
15, 808, 422 
16,228,765 
16,649,108 
17,069,453 
17, 612, 507 
18,155,561 
18, 698, 615 
19,241,670 
19,784,725 
20, 327, 780 
20, 870, 835 
21,413,890 
21,956,945 
23,246,301 
24, 250, 000 
24,500,000 


|1  14 
5  92 

4  71 

5  05 
5  66 


5 
4 
5 
4 
4 
6 
5 


22 
71 
47 
61 
30 
25 
61 

6  25 

7  09 

8  64 
10  93 

7  53 
6  23 

8  68 

5  21 

6  38 

4  87 
3  11 

5  03 
5  15 

5  42 

6  60 
6  25 

6  13 

7  01 

8  31 
8  00 


Total  impo7't8  consumed  in  the  United  States  for  several  years,  with  amount 

to  each  individual. 


Year. 

Amount. 

Population. 

Amount  to  each 
individual. 

1830 

$49,575,099 
107,141,519 
164,034,033 

12,866,520 
17,069,453 
23,119,504 

S3  85|-f- 

1840 

6  27§+ 

1850 

7  09i  + 

I 


If 


!       ( 


t  ■> 


702 


S.  Doc.  112. 


The  prrrcdinii  rrfnm«>,  nnd  llinso  vliich  immrdiiitrly  f5>11«)W,  nroprp. 
Konti'd  lo  illiisfiJifc  tlic  ('liief'<»l))('cl  of"  the  rrport,  which  is  t«»  sl^tw  n,, 
viiliic  of"  th<!  pifuhicfions,  iiiul  tin-  rnpid  incrciis«'  of  the  inhitid  intif. 
fh.'iii^M's  hctwrcii  ditH-rriit  pait.s  ot"  tliu  lliiriy-one  JSiiitrs,  imd  tlic  ii)i|),,r. 
tanrrc  of  this  itdiind  tnidc. 

Jt  is  :i  ii;ilm;d  (•h!iriicteristic'f)f  the  North  Anicricnn  pooplf,  inlliirnd,! 
by  thill  stnii  spirit  of  co-opmition  which  h;is  so  8i<^ii!dly  c(»iitiil)iif,,| 
to  their  present  hiuh  position,  to  examine  with  iuteiest  the  results (,f 
their  hdtor  as  exhibited  in  the  advancement  of  its  materi;d  oi  iiit,.]. 
leclnal  sfrenyth.  With  the  pro^'ress  of  the  former,  wh(Mh«'r  ol' kh,,. 
meree,  manidiictiire,  or  agricidtnre,  there  will  be  a  corrcspoiidin,, 
increase  of  a  tnstc  for  literatufe,  art,  and  the  sciences. 

It  is  •rratifviiig  to  observe  that  no  one  interest  outstrips  any  ntlurin. 
terest,  and  that  if  one  section  of  the  Union  is  prosperous,  there  is  n  cur- 
respondini?  iinprovenient  in  another  section;  and,  in  coiiietnp|:itin(r|lu 
liapj)}"  state  ot  the  coniederacy,  we  are  proud  to  beilieve  th;it  "there 
has  never  been  imtigincd  any  mwle  of  (hslribnting  the  produce  of  iudd;. 
try,  so  well  adapted  to  all  the  wants  of  mnn,  on  the  whole,  iis  tji.ituf 
lettintr  the  share  of  each  individual  depend  in  the  main  on  llmtindi. 
vidutd's  own  energies  and  exertions." 

The  principle  of  private  property  has  never  j'et  had  ;\.  liijr  iri;ili;i 
nny  country  but  this,  and  in  no  country  where  such  coik liisivf  jnoiii 
ure  furnished  that  the  piinciple  should  be  nniversnlly  applied. 

Doubihiss,  the  successful  application  of  so  just  a  principle  is  cjiioflv 
owing  to  two  causes — the  perfect  ecjuality  and  protection  olJilior,  ;ii,;| 
that  prohibitory  clause  in  the  constitution  preventing  any  Si;it(!  t'ldin 
lev^'iiig  taxes  on  the  produce  of  another  State;  and  although  it  husdd. 
ogaKjtl  to  Congress  tne  reguhition  of  the  "conimerc(!  with  f'oroiirnna. 
tions  and  tiinMng  the  several  States,"  the  federal  legislature  \ms  widy 
left  the  latter  totally  unfettered  and  free. 

Since  the  publication  of  Mr.  Walker's  c(!lebrated  report  in  ]S17-'4S 
in  which  he  eslimaled  the  internal  trade  of  the  country  at  llirci;  tlidii. 
sand  millions,  already  mentioned,  various  causes,  obvious  to  ;ill,  Imvei 
conspired  lo  greatly  extend  its  areab}'  increased  facilities,  and  incrciid  | 
its  value. 

The  railroads  have  increased  from  five  thousand  five  hnndtvd  milfj,  | 
costing  c'ibour  one  hundred  and  sixty-six  millions,  to  thirteen  tliousimd 
three  hundred  miles,  costing  lour  hundred  millions. 

The  imports  and  exports  have  increased  from  three  hundred  to  nvorl 
four  hundred  millions;  the  tonnage,  inward  and  outward, fioiu  6,700,703 
to  l(),o91,045  tons;  the  tonnage  owned,  from  2,839,000  to  4,200,000 
tons.    The  receipts  into  the  Irensury,  exclusive  of  loans,  liiive  iticieiised  | 
from  twenty-six  to  over  forty-nine  millions;  and  the  Ciiliti)uii;i trade, 
the  whole  of  which  does  not  appear  in  the  pubhshed  returns — iliPcnm- 
nierciid  j)henomena  of  a  commercial  ng(! — have  also  added  a  hundred 
milions  to  the  national  commerce,  and,  more  than  uny  event  of  ttie  | 
last  li)rty  ye;irs,  have  invigorated  the  navigating  interest  of  the  coun- 
try, and  to  a  great  degree   had  a  powerful  influence  over  lli;' com- 
merciiil  marine  of  the  world;  the  whole  contributing   to  swell  the | 
internnl  trade,  and   enabling  the   United   States  to  own  more  tl 
two-fifths  of  the  tonnage  of  the  world. 


S.   Doc.  112. 


703 


lintrly  fi»11«>w,  nroprr. 
,  vvliitli  is  to  sli'»\v  Ui( 
!•  of  till'  itiluiid  int'r. 
tSliiti'S,  iind  tilt;  iiiiiHir. 

iciin  pooplf,  iiilliirii((,i 
HO  pigiiiilly  (•(iiiiiil)iit,.|| 
iuU'iTSt  t\\v.  results  (,f 
its  matcriiil  or  iiit,.|. 
mor,  \vlu;tli<'r  of  ion,. 
I  be  a  corrcsj)()in|jr|,, 
ent'cs. 

outstrips  iiny  nther  in- 
ojsprrous,  there  isacor' 
(1,  ill  coiiletnpl:itini;tlic 
to  b(!lit;v(!  lli;it  "tlicro 
g  tbo  produce  of  imiii,,. 
)ii  the  whole,  iis  tliiitnf 
the  main  on  llmt  indi. 

r  yet  hud  n.  lliir  trinlia 
such  eoiK  liisive  proDt's 
rsnlly  applied. 
irit  a  principle  is  clijcllv 
protection  oThlior,  mi'l 
venting  tiny  Stiitc  tnun 
and  although  it  Ims  del- 
nncrct!  with  tltreisjnra- 
1  legislature  liu^  wisely 

ated  report  in  ]S17-'4S, 
'  country  al  liirei;  tlmii. 
pes,  obvious  to  iiU,  hiivel 
facilities,  and  increastJ  | 

sand  five  hundrvd  mih 
ns,  to  thirteen  Ui()usiinil| 
ions. 

[n  three  hundred  to  nwr  | 

outward,  fi om  6,700,70 

2,839,000  to  4,-^00,0« 

ofloans,  have  iiicreiiseii  | 

ind  the  Cahtiuuia  trade, 

lished  returns — tliecmn- 

c  also  added  a  linndred 

3  than  any  event  of  the 

ing  interest  of  the  coun- 

influence  over  iht'com- 

)ntributing   to  swell  tlie 

[ites  to  own  lawc  tkui 


flir  iiil  ind  trade  moves  in  n  circle:  a  laryer  pnrf  ((f  tlir  imports  are 
,„;„1(.  iit  tlie  Noilh,  which  pass  lo  the  South  and  the  WcM — a  yienter 
.,;,rt  t'»llu'  latter;  while  the  southern  Stales  finiiish  the  chitf  Sulk  and 
;iiii()iint  of  exports. 

The  imports  and  exports,  and  tonnage  inward  and  cniward,  of 
tli( -printipd  coniniercial  or  Atlantic  States,  lor  the  yeius  ir^o,  1>10, 
ajid  i^oU  wt^TC  as  tldlows: 


Imports. 

States. 

1825. 

1840. 

If  51. 

* 

> 

\('iine      ....•••   ..•.•• 

SS3,3U,436 

12,259,001 
90,340,075 

SSG,599,S5S 

27,009,18/i 
149,895,742 

Miisiachnselts 

[{hode  Island ^ 

Connecticut 

Xiwv  Viirk     .......  ... 

*  100,200,840 

Pennsylvania ^ 

Miuyliiid " 

Vinriliri          ...•■«•■•■• 

Nordi  Carolina 

SoiiiliCaioliua 1 

Georgia 

Iiiiii<i!ina.........  -  -• 

23,250,271 

.\lahiaua 

Fliu'lfli        

Total  ti-oai  all  States 

210,224,932 

Ejrports. 

gtittes. 

1825. . 

1840. 

l.-^5l. 

M;iinp 

i 

631,018,734 

34,525,505 
60,944,745 

.$36,412,349 

89,259,078 
113,895,634 

MtlSSiU'llLltfCttS 

IJliode  IsLuid 

Coniic'clicut j 

New  \  ()  U  ..........  . 

$85,238,833 

Pennsylvania ^ 

Miirvliiid '^ 

\'ir"iiii'i 

North  Carolina 

ynith  Carolina 

je(ir<'ia 

109,843,194 

jOiiisiaua ....  ....... 

Mahunia 

i"  Inrida ^ 

Total  from  all  Slates 

190,689,718 

,1  ,» j 


14 


>' 


It' 


'5j 


704 


S.  Doc.  112. 

Tonnafre  inward  and  outwards 


States. 


Maine 

New  Hauipsliiro  . . . 

MiiB8Bachii!i(>tts 

Kliodu  IhIuikI 

ConiiecticiU 

New  York 

rennsylvaula 

Maryland 

Virginia 

North  Carolina 

South  Carolina 

Georgia 

Florida 

Alabama 

Louitniuna 


1825. 


Inward. 


696, 097 


267, 388 


Outward. 


684,398 


355,492 


1840. 


Inward. 


1, 599, 859 


602, 305 


Outward. 


1,396,194 


865,8.59 


1851. 

"~  '      "  I      "■    ■ 
Inward.   ]  OutHwd, 


3,779,52'i 


717,  fWK) 


•'M9|,7^ 


!».'.,«C5 


It  is  stated  in  another  part  of  the  report,  that  the  resoUuion  of  tfc 
Senate  referred  to  the  trade  of  the  lakes,  and  as  the  trade  (  f  the  Miwi*. 
sippi  valley  would  be  justly  entitled  to  a  separate  report,  only  general 
Statements  would  be  given. 

The  intimate  connexion  between  the  trade  of  the  lakes  und  tlic 
Mississippi  river,  and  the  construction  of  various  hues  of  railroadH  mA 
canals  to  lacilitate  the  transportation  from  the  river  to  the  Likes,  iifkI 
fi'om  the  lakes  to  the  river,  the  circuit  made  by  the  chief  articles  ofim. 
ports  and  exports,  the  importance  of  the  basin  of  the  rivers  Ohio,  Mis- 
souri, and  Mississippi,  the  increasing  value  of  the  exports  of  the  wjinlum 
portion  of  the  contederacy,  particularly  to  the  navigating  interost  ol'tlic 
North,  render  it  necessary,  however,  to  notice  the  chief  outlets  ol'tlic 
national  products,  as  well  as  the  chief  inlets  for  the  produce  of  otlur 
countries.  Although  the  materials  are  not  at  hand  to  giv(;  llie  acTouiitin 
detail,  it  is  hardly  necessary  to  state  that  no  report  on  the  ititcniiil  (did- 
merce  would  be  acceptable  to  other  portions  of  the  conll'dcracvifit 
failed  to  notice  the  commercial  importance  of  the  Southern  Ailanik 
States,  and  their  great  commercial  interests. 

The  advantages  to  be  derived  from  the  facilities  now  enjoyed  hvilc 
travelling  public,  and  for  transportation  of  produce,  are  of  a  liiglw 
character  than  the  additions  they  make  to  the  wealth  of  the  couiiin', 
In  case  of  an  unfortunate  war,  particularly  with  a  maritime  power,  liv 
which  our  commerce  with  the  ocean  might  be  impeded,  the  meiinnof 
intercommunication  afforded  by  the  rivers,  canals,  lakes,  and  riiilroiids 
would  still  be  enjoyed,  and  the  domestic  trade  and  commerce  coiitiiiitt 
to  be  comparatively  unmolested. 

As  groat  interest  is  now  manifested  as  to  what  portion  of  the  tr;i(l«  I 
of  the  valley  of  the  Mississippi  shall  seek  a  southern  market,  the  IlilloW' 
ing  notes,  prepared  in  part  by  Mr.  Mansfield,  of  Cincimiati,  will  k  I 
found  very  useful  and  interesting  by  those  engaged  in  that  |K)rtion  of 
the  western  trade.    The  line  of  separation  referred  to  in  ihcsc  nolHi 


S.  Doc.  112. 


705 


l# 


rd. 


that  the  resolution  of  tlif: 

as  the  trade  <  Itlic  MiKsis.  1 

larate  report,  only  general  I 

icle  of  the  laUcB  and  tlic 
■ious  Unes  of  railroiuUiind 
he  river  to  the  liikes,  mi 
by  the  chief  articles  of  im- 
in  of  the  rivers  Ohio,  Mir 
'  the  exports  of  the  koiiiImtii 
le  navigating  iut<;r<;st  of  tlic 
e  the  chief  outlets  of  tlic 
for  the  produce  ofotlm 
hand  to  givci  the  account  in 
report  on  the  iiitcrriiilcniii' 
\s  of  the  confcdc'iacy  if  it 
of  the  Southern  Atlaiiiit 

tcilities  now  cnjojrcd  liv  il;<: 
produce,  are  of  a  liiglm 

he  wealth  of  the  coiiiiln'. 

.vith  a  maritime  power,  hy  | 

be  impeded,  die  mm^ii 
anals,  lakes,  and  railro;i(ls  | 

de  and  couniicrce  continue  ] 

what  portion  of  tlic  trade  | 
[outhern  market,  the  f(»ll(iw. 
leld,  of  Cinciiuiati,  will  w 
[engaged  in  that  portion  of  I 

referred  to  in  llicsc  notes, 


1 1,  dividing  the  northern  from  the  southern  trade,  is  by  no  means  fixed 
nr  xtntionary,  but  varies  from  year  to  year,  as  affected  by  prices  in  dif- 
ferent miirkets,  rates  of  freight,  &c.— the  general  tendency,  probably, 
l^-ing  to  the  southward. 

NOTES   ON    THE    AMOUNT   AND    TENDENCY   OP   OfflO   COMMERCE. 

Tlin  competition  between  the  southern,  or  river  route,  and  the  north- 

[,ni,  orlake  route,  to  the  ocean,  has  become  so  strong  in  the  western 

Ntiiicfl  as  to  excite  much  interest  as  to  the  dividing  hne  which  separates 

the  Ifgitimnte  trade  of  the  lakes  from  that  of  the  rivers.     It  is  desirable 

111  know  what  portion  of  the  country  is  best  accommodated  by  the 

northern,  and  wliat  by  the  southern  route;  and  also  to  know  something 

of  llie  ciiiiracler  of  the  articles  which  make  up  the  principal  trade  bf 

|tl)(! (liflircnt  channels  respeclively. 

This  is  at  first  sight  a  difficuh  question,  because  the  lakes,  and  the 
[public  works  connected  with  them,  are  closed  for  a  portion  of  the  year, 
Ijuring  which  the  trade  tends  southwardly.  But  there  is  a  ceitain 
fficlhod  of  determining  it.  Taking,  for  example,  the  arrivals  and 
\[kimincci  at  the  extremities  on  the  lake  and  on  the  Ohio  river,  and  then 
£oinp;iring  the  result  with  the  receipts  and  clearances  at  the  interme- 
Jiiile  ports,  it  will  at  once  appear  at  what  points  the  stream,  southward 
fr  northward,  terminates.  First,  then,  to  take  the  leading  articles  of 
poceries  which  depart  from  Cincinnati  and  Toledo,  and  arrive  at 
Earious points  on  the  Miami  canal,  we  have  as  follows: 

1.  Miami  Canal,  1851. 


Artlclen. 

Cinciunati. 

Toledo. 

Keceipts. 

Clearances. 

Receipts. 

Clearances. 

offcc 

ii;.'!ir 

blilHSCS 

.lbs. 
. .  do. 
..do. 

1,145,481 
134,225 

1,673,243 
4,361,418 
3,097,662 

66,157 

1,711,552 

686,847 

3,076,468 
772,248 
315,343 

Total 

1,279,706 

9,132,323 

2,464,556 

4,164,059 

This  table  proves  that  groceries  are  transported  in  the  Miami  country 
itli  from  the  lake  to  the  river  and  vice  versa;  but  that  a  much  larger 
riion  go  from  the  river  than  from  the  lake.  An  investigation  of  the 
yipls  !it  the  various  ports  of  the  interior  proves  that  the  country 

li  of  Piqua,  Miami  county,  ninety  miles  from  Cincinnati,  is  supplied 
kni  Toledo,  and  the  country  south  of  it  from  Cincinnati.     A  point  on 

Miiuni  canal,  about  ninety  miles  from  Cincinnati,  is  therefore  the 
|nl  of  division  between  the  trade  in  foreign  articles  derived  from  the 
iirid  that  derived  from  the  river. 

I'lic  above  amounts  are,  of  course,  only  a  part  of  the  whole  trade 

Irihuted  from  Cincinnati  j  but  they  are  sufficient  for  the  purposes  of 

1  in(iuiry 

U - 


--•f' 

1 


706 


S.  Doc.  112. 

2.  Ohio  Canal,  1851. 


Article!. 


Coffee lbs. 

Sugar do. 

Molasses do. 

Total 


Cleveland. 


Beceipta. 


29,812 
187,618 
132,844 


350,174 


Clearancea. 


Portsmouth. 


Receipt!. 


1,912,204 

1,874,274 

659,246 


10,162 
6,055 
7,750 


Clearanctt, 


647,41 
2,020,71 


4,245,724 


23,957 


4,501,963 


3.  Muskingum  Improvement,  1851. 


Articles. 


Coffee lbs. 

Sugar do. 

Molasses do. 


Total. 


Harmar. 


Beoeipts. 


840 


3,000 


Clearancei, 


3,840 


3,17(],d 


It  appears  from  an  examination  of  the  statistics  of  the  interior  poiii 
where  their  receipts  are  from  the  Ohio  canal,  that  the  supplies  M 
the  Ohio  river  extend  as  far  as  Newark,  Licking  county,  about  II 
miles  from  Portsmouth  and  150  from  Cleveland. 

The  Muskingum  improvement  extends  to  Dresden,  on  the 
canal,  and  the  groceries  are  supplied  from  the  Ohio,  at  Htirmar,s«i 
as  to  Zanesviile,  Muskingum  county. 

The  following  tables  show  the  aggregate  of  the  above  article?! 
spectively  shipped  through  the  southern  and  northern  ports  of"( 

On  the  Canals. 


Coffee pounds. . . 

Sugar do 

Molasses do 

Total 


From  Toledo  and 
CleTelaud. 


5,588,372 
2,646,622 
1,246,522 


9,481,436 


From  Ciirii 
Fortsmviidl 
Hanuar. 


2m 

6,43 


16,8101 


S.  Doc.  112. 


TOT 


Portsmouth. 


Beceiptt.     1    Cleanncw 


10,152 
6,055 
7,750 


647,41« 
2,025,115| 


4 

1 

23,957 

4,501,%! 

ynt, 

1851. 

T 

Harmar.            1 

1 

Beceipts.     1 

Clearance!. 

840 
""3,000 

633,35 

9S6,0S 
1,557,01 

•  • 

3,840  1 

3,n6,« 

It  appears  that  groceries  are  supplied  from  the  Ohio  river  to  nearly 
twice  the  value  of  those  forwarded  from  the  lakes  to  the  interior  of 
Ohiff.  From  consideration  of  these  facts,  it  appears  that  the  line  of 
general  separation  may  be  drawn  through  Piqua,  Miami  county,  Ur- 
bana,  Champaign  county,  Columbus,  Franklin  county,  Newark,  Lick- 
ing county,  Zanesville,  Muskingum  county,  and  whence  diverging  to 
the  northeast  it  terminates  in  the  neighborhood  of  Steubenville. 

If  the  same  inquiry  be  extended  to  the  exports  of  domestic  produce 
from  the  interior  of  Ohio,  the  line  of  separation  will  be  found  to  run 
nearer  to  the  Ohio  river,  but  across  nearly  the  same  tract  of  country. 
The  following  are  aggregates  of  the  receipts,  in  leading  articles  of  do- 
mestic produce,  at  the  lake  and  river  ports. 


nals. 


statistics  of  the  interior  H 
clnal,  that  the  supplies  ItJ 
k,  Liclung  county,  about  1| 

eveland.  , 

,1a  to  Dresden,  on  the 
;^  the  Ohio,  at  Harmar,  sol 

legate  of  the  above  arricl.] 
and  northern  ports  oiOhi 


Flour,  and  wheat  reduced  to  flour,  .barrels. 

Pork  and  hams do. . . 

Lard do... 

jLive  hogs M No. . . 

jCorn bushels. 

Iwhiskey barrels  . 


AtCineinaati, 
PortBinouth, 
&.  Harmar. 


468,462 
66,321 
21,897 
74,000 

711,125 
79,873 


At  Cleveland 
and  Toledo. 


1,698,567 

56,567 

33,945 

4,76^1 

3,561,020 
68,777 


-"»"1« 


In  reference  to  the  public  wovi;s  <  f  Ohio,  therefore,  the  greater 
quantity  of  flour  and  grain  is  eXiU)  >  t'  from  the  lake  ports;  but  the 
rger  proportion  of  live  stock,  aiiia'  i  ,  provisions,  and  whiskey  pass 
irough  the  river  ports.  As  hogs  are  chiefly  driven  to  Cincinnati,  the 
^bove  tabic  expresses  but  a  very  small  portion  of  the  animal  food  re- 
eived  from  the  interior  at  the  ports  of  Cincinnati  and  Portsmouth. 
[he  export  trade  of  Cincinnati  wdl  be  shown  in  another  table.  By 
xaminalion  of  the  arrivals  and  clearances  of  domestic  produce  on  the 
liami  canal,  it  appears  that  flour  and  other  products  are  shipped  to 
bincinnati  from  I'icpa  or  its  vicinity — about  100  miles  to  the  north- 
lard.  The  line  of  separation,  in  regard  to  the  productions  of  Ohio, 
fill,  therefore,  be  found  very  near  to  the  centre  of  the  State.  Nothing 
domestic  produce,  in  the  immediate  Ohio  valley,  except,  perhaps, 
^bacco,  wool,  and  manufactured  articles,  go  to  the  lake  ports.  In  the 
deles  of  tobacco  and  wool  the  trade  almost  altogether  tends  lake- 
rds. 


1'    [ 


6,588,372 
2,646,522 
1,246,622 


2,9 

6,4S3. 

16,8Wl 


708 


S.  Doc.  112. 


The  following  table  of  the  imports  of  lumber,  from  the  exterior  to 
the  interior  ports,  will  show  the  tendency  oi  that  article  at  the  prrnent 
date.  It  must  be  observed,  however,  that  the  amount  is  a  /rierr 
fraction  of  the  whole,  because  the  lumber  imported  into  southern  Ohjri 
is  almost  exclusively  brought  from  the  Alleghany  region,  down  the 
Ohio ;  though  recently  lumber  has  found  its  way  through  Toledo  and 
Cleveland. 


Cleveland 

Toledo 

feet 

.... do ... . 

Cincinnati 

Portsmouth 

Harmar 

Total 

do 

do 

. . .  .do  . . . . 

Lumber. 


9,674,435 

8,610,951 

2,860,453 

29,850 

159,195 


21,234,884 


Lath. 


1,915,200 


Timber. 


97,321 1 


1,915,200 


3,131 

m 

100,90; 


It  seems  from  this  that  six-sevenths  of  thec^umber  imported  intoi... 
Stale  by  the  public  works  for  the  use  of  the  interior  comer  in  by  tlie| 
lake  ports. 

It  tollows,  then,  from  the  above  facts,  that  two-thirds  the  coffee  i 
six-sevenths  of  the  lumber  passing  over  the  public  works  for  cotisurniv 
tion  in  Ohio  are  imported  through  the  lake  ports ;  but  that  three-  fbunfc 
the  sugar  and  molasses,  and  nearly  all  the  tobacco,  are  imported  tbicu"! 
the  river  ports.  Sugar  and  molasses,  the  products  of  Louisinna,  T 
distributed  from  Cincinnati  through  the  Northwest,  even  to  the  i 
of  the  lakes. 

Of  the  produce  of  Ohio,  three-fourths  of  the  flour  and  grain  are  i 

{)orted  through  the  lake  ports,  but  more  than  three-fourths  of  the  m 
ard,  and  whiskey  through  the  ports  of  the  Ohio  river,  as  will  be  sea 
by  reference  to  the  principal  exports  of  Cincinnati,  as  connected  wq 
the  above  canal  receipts. 

Should  the  question  now  arise  as  to  the  comparative  valu?  oft 
exports  of  Ohio,  it  appears  from  the  foregoing  tables  that  the  exponiii 
flour,  and  wheat  recluced  to  flour,  amount  to  2,067,029  barrel,*, « 
reduced  to  grain,  10,335,145  bushels  of  wheat.     But  the  exports  frjj 
Sandusky,  derived  from  a  very  fertile  region  of  country,  and  id 
Milan,  have  in  some  years  amounted  to  600,000  barrels,  includij 
wheat  reduced  to  flour;  while  there  are  also  large  exports  of  grain! 
the  Pennsylvania  and  Ohio  canal,  and  from  various  small  porfsoiiil 
Ohio  river.     The  total  export  of  wheat  may  therefore  be  set  dowDij 
equivalent  to  fifteen  millions  of  bushels,  or  to  three  iftillions  of  ban 
of  flour.     In  the  years  1860  and  1861,  the  wheat  crop  of  Ohio  5 
equal,  in  the  aggregate,  to  65,000,000  bushels.    The  consuii)pti()ii| 


sr,  trom  the  exterior  to 
at  article  at  the  prcHPni 
the  amount  is  a  f\mi; 
jrted  into  soutliern  Ohio 
rhany  region,  down  the 
^ay  through  Toledo  and 


S.  Doc.  112. 


709 


tvo  millions  of  people,  at  seven  bushels  each,  is  fourteen  millions  per 
annum.    We  have,  then,  as  the  result  of  these  two  years : 

CotiHumption 28,000,000  bushels. 

Kxportcd 30,000,000       " 

gloc'konhand 7,000,000       «♦ 


Lath. 


Total 65,000,000 


ii 


Timber. 


J5 

51 

53 

50 

95 


It  JH  poHsiblo  that  the  quantity  consumed  may  exceed,  and  the  stock 

j(in  btwid  full  short  of,  the  figures  assumed;  but  there  is  no  time  when, 

97,321  Bvith  !i»  average  crop  of  wheat  and  eoin  in  Ohio,  there  is  not  a  large 

1,915,200  1 Hjurplusotl  hand  to  meet  the  demands  of  an  export  trade.    If  the  above 

n\wn  of  flour  and  wheat  be  compared  with  the  results  of  our  exports 


3,m 

156 


totbrcign  countries  in  1850,  it  will  be  seen  that  the  Stiite  of  Ohio  alone 
IcxiKfrt.Va  (luimtity  of  wheat  and  flour  equal  to  double  the  whole  foreign 


m     1,915,200      100,90? 


an 


tieciumber  imported  intoikl 
he  interior  comer  in  bytkl 

lat  two-thirds  the  coffee  a!ia| 

e  public  works  for  coiisurnty 

ports;  but  that  three. Ilmnli 

dWco,  are  imported  thtou^ 

products  of  Louisiana, 

orlhwest,  even  to  the  sIk 


if  the  flour  and  gram  are 
lan  three-tourths  ot  tlie  pi 
,e  Ohio  river, 
lincinnati, 


as  will  be  d 
as  connected  v/i 


he  comparative  yaluo  of 
aing  tables  that  the  expjrts 
unt  to  2,067,029  barrel*, 
wheat.    But  the  exportj 
region  of  country,  and  fri 


ItxiKirt  of  1850.    On  an  average  of  seasons,  Ohio  now  exports 
uiioiint  nearly  equal  to  the  entire  export  of  the  United  States ! 

The  Hour  exported  by  the  lakes  is  largely  consumed  by  the  manu- 
jidiiriiig  pfjpulation  of  the  Eastern  Stales,  the  amount  received  in  New 
Englatiu  Ironi  the  West  being  about  equivalent  to  a  million  of  barrels 

(;r  iiinium. 

Of  corn,  Ohio  probably  exports  five  millions  of  bushels,  and  of  oats 
)l«o  !i  largo  quantity;. 

Of  aniindl  provisions,  the  following  table  exhibits  a  general  sum- 

iry,v)5{: 

rkj  of  ull  descriptions 300,000  barrels. 

^ard do 100,000   " 

iiirdoil... do 30,000   « 

tef do 60,000   " 

Considering  the  agricultural  or  strictly  domestic  produce  of  Ohio 
ijKirled  iiH  a  whole,  the  annexed  table  ver^  nearly  exhibits  the  entire 
^Kirts  of  the  most  important  articles  for  1851 : 

lour,  and  wheat  reduced 3,000,000  barrels. 

l>rn 5,000,000  bushels. 

lall  grain ."... 500,000       " 

\w\ 7,000,000  pounds. 

fk 300,000  barrels. 

^rd 100,000       " 

Woil 30,000 


„  600,000  barrels,  1  _    _ 

also  large  exports  ot  grai«,._ ^^^^^^^^ 


various  small  porf<|Oii 


se 10,000,000  pounds. 


lom  various  nw..—  i       ..„^m:m: iu,uuu, 

may  therefore  be  aa  a..  ».^ g^^OO^ 

or  to  three  *itaV:l!M'llc« 1,500, 


000 


the  wheat  crop 


oi  Ohio' 


(( 


bushels.    The  consunipuoo 


ddlcH 1,500,000 

^p 300,000       ♦♦ 

Jiiikey 300,000  barrels. 

^Iie  nifirkct  value  of  the  above  articles  amounts,  in  round  numbers, 
»;(;nty-five  millions  of  dollars.    The  smaller  articles,  not  enuiuerated, 
bring  up  the  total  to  full  thirty  millions.     The  manulactures  of 


^.  : 


710 


S.  Doc.  112. 


I/--  ■ 
p.  I 


HI'  i 


Cincinnati  and  other  towns  exported  to  foreign  countries  may  be  get 
down  at  ten  millions  in  addition.  So  that  the  aggregnte  export  of 
things  produced  wholly  within  the  State,  and  sold  abroad,  may  bg 
sately  estimated  at  full  forty  millions  per  annum.  The  trade  of  a  State, 
however,  consists  not  only  of  its  own  produce,  but  likewise  of  all  the 
articles  imported,  and  of  all  the  local  trade  from  port  to  port.  The 
aggregate  trade  of  the  various  towns  and  ports  ol  Ohio,  import  and 
export,  probably  amounts  to  one  hundred  and  twerity  millions  per 
annum.  Some  idea  of  this  may  be  attained  by  consideration  of  the 
following  table  of  exports  in  the  most  material  a.rticles  lor  the  port  of 
Cincinnati : 

Exports  of  Cincinnati  for  1845  and  1850,  tvith  the  per  cent,  of  incrm. 


Beef barrels . . . 

fiutter kegs 

Candles boxes 

Cheese boxes.  — 

(Coffee sacks .  — 

Flour barrels 

Iron tons 

Iron pieces  . . . 

Lard kegs 

Lard  oil barrels . . . 

Pork barrels . . . 

Pork  in  bulk pounds  . . 

Soap boxes 

Sugar hhds 

Salt barrels . . . 

Merchandise packages. 

Merchandise tons 

Molasses tons 

Manufactures pieces  . . . 

Tobacco hhds 

Whiskey  and  liquors,  .barrels 


1845. 


31,498 

28,510 

3,757 

47,539 

13,037 

194,700 

1,238 

2,937 

248,753 

1,G50 

71,633 

404,426 

2,708 


1850. 


23,603 
2,106 
9,046 
7,975 
3,950 
133,578 


33,871 
52,475 

113,412 

122,005 
38,158 

390,131 
9,776 

152,365 

♦223,245 

26,110 

224,254 

4,753,953 

21,533 

13,000 

35,729 

349,181 
10,350 
25,080 
22,103 
11,978 

250,611 


Increaie, 


7  percL 

90  " 

2,900  « 

140  « 

200  « 

100  « 

800  « 

500  « 

1,400  « 

200  " 

1,000  » 

700  « 


1,400  " 

400  " 

ISO  " 

175  " 

200  " 

90  " 


'Decrease. 

This  table  demonstrates  that  the  export  trade  of  Cincinnati  1 
increased  more  than  two  hundred  per  cent,  in  the  last  five  ytais. 
power  and  tendency  to  increase  no  less  rapidly  for  many  yen rs  to  ( 
IS  undoubted.     There  are  many  smaller  articles  not  included  in  I 
above.    Tiie  total  value  of  exports  from  Cincinnati  is  therefore  estimai(| 
at  above  thirty  millions  of  dollars,  and  the  aggregate  value  of  its  t 
to  be  sixty  millions  per  annum. 

Of  the  exports  from  Cincinnati,  a  large  part  are  manufactured  articlfl 


S.  Doc.  112. 


711 


ign  countries  may  be  set 
the  aggregate  export  of 
nd  sold  abroad,  may  be 
im.  The  trade  of  a  State, 
3,  but  likewise  of  all  the 
from  port  to  port.  The 
,orts  ot  Ohio,  import  and 
and  twenty  millions  per 
d  by  consideration  of  the 
xial  i^rticles  for  the  port  of 


Uh  the  per  cent,  of  incrm. 


1850. 


Increaae. 


8 
0 

.7 

;9 

J7 

)0 

}8 

}7 

53 

50 

33 

26 

08 


,03 
06 
)46 

)75 
)50 

578 


33,871 
62,475 
113,412 
122,005 
38,158 
390,131 
9,776 
162,365 
•  223,245 
26,110 
224,254 
4,763,953 
21,633 
13,000 
36,729 
349,181 
10,350 
25,080 
22,103 
11,978 
260,611 


7perct| 

90  " 

2,900  " 

140  " 

200  " 

100  « 

800  « 

600  « 


1,400  » 

200  " 

1,000  " 

700  " 


1,400  " 

400  " 

ISO  " 

175  " 

200  " 

90  " 


port  trade  of  Cincinnati! 
mt.  in  the  last  five  ytais. 
opidly  for  many  yenrs  to  c 
articles  not  included  in  t 
jncinnati  is  therefore  estimalj 
le  aggregate  value  oi  nsT 

part  are  manufactured  artid 


I  in  which  Cincinnati  exceeds,  proportionably  to  its  population,  anv  town 
|of  the  United  States.  The  fullowing  table  of  manufactures  in  Oincin- 
liiad  f(»r  1840  and  1850,  with  their  increase  per  cent.,  will  show  what  a 
I  mass  of  products  there  are  there  which  afford  a  surplus  for  other 

I  markets: 


1  jfcinnfacturesof  iron,  viz: 

]}uil(>r8,  engines,    machiueiy,    Bugar-milla, 
^iites,  stoved,  rails,  &c 

1 2.  Miui»ti"'t"'"e8  of  cloth  and  clothing,  viz : 
Ba^giug.    sheeting,    clothing,    hats,    caps, 

Hhirts,  bonnets,  «&c 

1 3.  Mnmifactures  of  leather,  viz: 

I       Leather,  boots,  shoes,  hose,^  harness,  &e 

4.  Manufactures  of  wood,  &c.,  viz: 

Fumiture,  boxes,  blinds,  buckets,  trunks,  re- 
frigerators, &c 

[5.  Manufactures  of  grease  and  oil,  viz: 

I       Soap,  candles,  stearine,  lard  oil,  &c 

[6  Alciilidl,  wines,  rectified  spirits,  &c 

\i  Manufactures  of  copper  and  tin,  viz: 

I       Bells,  tin-ware,  copper-plates,  &c 

[8.  Manufactures  of  animal  meats,  viz: 

Beef,  pork,  hains,  pickled  meats,  &c 

[9.  Do(tks  and  bacV  p"^'' :-Uon8 

|o.  Cars  and  carriages 

|1,  Flour  aud  feed 

ilisrellaucous  manufactures,  viz: 

Chemicals,   tobacco,   white   lead,    steam- 
boats, &c 


1840. 


$1,288,199 

1,940,450 
748,000 

937,715 

353,940 
145,000 

313,300 


127,000 
816,700 


1,138,300 


1850. 


#5,547,900 

4,427,500 
2,569,650 

2,356,890 

4,545,000 
4,191,920 

515,000 

5,895,000 

1,246,.')40 

355,937 

1,690,000 


Increane. 


330  per  et. 

130  " 

250  " 

150  « 

1,300     « 

3,000  " 

65  " 


200     " 
100     " 


2,488,000       220     " 


35,739,337 


300  per  ct. 


The  above  classification  does  not  include  the  merely  mechanical 
[fork,  such  as  carpentering,  bricklaying,  painting,  &c.,  where  the  result 

wholly  local.  It  includes  only  those  manufactures  of  which  part 
jiay  be  exported. 

At  Cincinnati,  the  destination  of  the  principal  articles  of  export  is 

1  follows : 


New  Orleans  and 
down-river  ports. 

Up-river  ports. 

Northward. 

eef 

97  per  cent. 

96  " 

97  «♦ 
83        " 
79        " 
32        " 
10        " 
10 

1  per  cent. 

1  " 

2  " 
8        " 

16        «' 
20        « 
30        «' 
60        « 

2  per  cent. 

3  " 

Drn....i 

nur - 

1       " 

ird 

9       « 

irk  and  bacon 

5        " 

iee 

48        ^' 

gar 

60        « 

(lasses 

40       " 

y  ^' 


I-  ■ 


nc 


712 


S.  Doc.  112. 


?    i 


This  table  demonstrates  that  of  the  protluce  of  Ohio — beef,  porJt 
lard,  flour,  and  corn — nearly  the  whole  quantity,  as  exported  from  Cin! 
cinnati,  goes  down  the  river ;  a  small  portion  only  up  the  river ;  and 
but  a  small  fractional  part  northward  by  canal  or  railway.  On  the 
other  hand,  coffee,  sugar,  and  molasses — productions  of  the  Souths 
tend  northward.  Sugiir  and  molasses  are  carried,  through  Cincinnutj 
to  the  borders  of  the  lakes;  while  coffl;e,  as  we  have  seen,  principallv 
imported  from  Boston,  Philadelphia,  and  Baltimore,  finds  its  way  C 
the  lakes  to  Cincinnati. 

The  result  of  the  tables  hereinbefore  adduced  is  to  prove  that 
the  trade  of  the  Ohio  valley  originates  in  and  is  controlled  by  itself. 
All  the  jM-oduce  of  Ohio,  from  a  line  running  ihrough  Piqua,  Newark! 
Dresden,  &c.,  tends  to  the  Ohio  valley.  All  the  tobacco,  hogs,  cattle 
salt,  and  lumber  of  Kentucky  and  Virginia,  for  one  hundred  and  fifty 
miles  south  of  the  Ohio,  tend  to  the  Ohio  river,  and  by  that  route  mostly 
to  Cincinnati.  All  the  produce,  of  whatever  kind,  concentrated  in  the  I 
Ohio  Vdlley ,  looks  for  transport  to  the  Ohio  river,  instead  of  passino 
northward  by  canal  or  railwny — in  the  ratio  of  ten  to  one.  The  arti- 
cles of  sugar  and  molasses  will,  in  future,  be  supplied  to  Ohio  and  In- 
diana  almost  exclusively  by  way  of  the  Ohio  river.  The  construction 
of  railroads,  by  facilitating  distribution,  is  augmenting  that  tendencv, 
and  thence  the  business  of  distributing  in  Cincinnati  is  greatly  on  the 
increase.  For  the  same  reason,  much  of  the  coffee  which  has  hereto.! 
fore  been  bought  in  the  North  will  hereafter  be  imported,  at  first 
hands,  from  Brazil  and  Cuba,  entered  at  the  port  of  Cincinnati,  and 
distributed  by  the  jobbing  houses  of  that  city. 

Cincinnati,  being  the  most  prominent  city  in  the  valley  of  the  Ohio,  I 
deserves  a  more  specific  notice. 

CINCINNATI,   OHIO. 

This  is  the  largest  city  west  of  the  Alleghanies,  and  is  situated  mi 
the  northern  bank  of  the  Ohio,  in  latitude  Sd'^  6'  30"  north,  and  longij 
tude  7°  24t'  25"  west  from  Washington.  Its  site  is  just  opposite  M 
mouth  of  the  Licking  river,  which  comes  into  the  Ohio  between  Xeif-f 
port  and  Covington,  Kentucky.  It  is  distant  bom  New  Orleans  aJwii I 
1,450  miles;  from  Pittsburg,  455  miles;  from  Louisville,  132inilei;[ 
and  from  the  mouth  of  the  Ohio  about  500  miles  by  the  course rfj 
the  rivers;  from  Baltimore,  500  miles;  from  Philadelphia,  600, 
firom  New  York,  650  miles,  by  post-route.  The  population  in  ISMJ 
was  750  persons;  in  1810,2,540;  in  1820,9,602;  in  1830,  24,S:J1;I 
in  1840,  46,338;  and  in  1850,  116,108.  This  exhibition  of  increaal 
in  population  has  rarely  been  equalled  by  any  cily  on  the  globe; ; 
there  is  very  little  doubt  that  the  same,  or  a  greater  ratio  of  augmeihl 
tation  will  be  preserved  during  the  present  period  often  years,  tJi 
elapse  previous  to  1860. 

The  numerous  railways  in  process  of  construction,  and  already  ill 
operation,  which  will  be  tributary  to  her  business,  must  have  a  veijl 
beneficial  and  prosperous  effect  upon  her  growth.  The  Ohio  andJiii'l 
sissippi  road,  which  will  connect  her  with  St.  Louis,  the  next  gratl 
western  mart  in  point  of  size,  by  almost  an  air-line,  cannot  but  beveijl 


S.  Doc.  112. 


718 


ace  of  Ohio — ^boef,  pork, 
ty,  as  exported  from  Cin- 
tn  only  up  tVie  river ;  and 
anal  or  railway.  On  the 
oductions  of  the  South- 
rried,  through  Cinciiumti, 
we  have  seen,  principally 
ultimore,  finds  its  way  by 

tlduccd   is  to  prove  that 
ind  is  controlled  hy  itself. 
g  through  Piqua,  Newark, 
1  the  tobacco,  hogs,  cattle, 
for  one  hundred  and  fifty 
r,  and  by  that  route  mostly 
:r  kind,  concentrated  intlie 
o  river,  instead  of  passing 
0  of  ten  to  one.    The  arti- 
le  supplied  to  Ohio  and  In- 
io  river.    The  construction  | 
augmenting  that  tendency, 
Cincinnati  is  greatly  on  the  I 
he  coffee  which  has  hereto- 
after  be  imported,  at  first 
the  port  of  Cincinnati,  and 

ity. 

jr  in  the  valley  of  the  Ohio, 


ghanies,  and  is  situntcdon 
39°  6'  30"  north,  and  lonsil 

ts  site  is  just  opposite  the  I 
nto  the  Ohio  between  New-I 
Mit  hom  New  Orleans  alw I 
from  Louisville,  132  mils; 
500  miles  by  the  course  o(l 
i-om  Philadelphia,  600,  anil 
^  The  population  in  ISMI 
20,9,602;   in  1830,  24,S;]li 

This  exhibition  of  mxm\ 
f  any  city  on  the  globe; 
r  a  greater  ratio  of  augraen-l 
sent  period  often  years,  tsl 

construction,  and  already  ill 

business,  musthaveavenl 

growth.     The  Ohio  and  Jl»| 

th  St.  Louis,  the  next  greall 

air-line,  cannot  but  be  veni 


sJvantnprous  to  her  business  interests,  by  opening  to  her  tr.ule  a  sec- 
tion of  country  which  has  heretofore  had  no  access  to  niarkcis  of  such 
|j,„p„rt;ince  its  these  two  cities. 

A  full  description  of  this  and  all  other  railwny  and  can.il  routes  lead- 
inatoor  from  Cincinnati  will  be  found  in  another  purl  of  tiiis  rtjport, 
deloted  especially  to  such  improvements. 

The  commerce  of  Cincinnati,  as  has  been  seen  by  the  preceding 
notes  on  Ohio  commerce,  and  will  be  more  fully  ilhisirati'd  by  ihe  fol- 
lowing tables,  is  immense,  embracing  almost  every  vnriity  of  prfwluc- 
tion  and  m.mufactures.  The  river,  at  the  point  where  the  city  is  h)caled, 
is  about  six  hundred  yards  in  width,  and  its  mean  annual  range  from 
[low  to  high  water  is  about  fifty  feet.  In  the  midsummer  tlu;  water  is 
Lomptiines  so  low  as  almost  to  prevent  the  navigation  of  the  river  by 
Lteiimcrs  above  the  city;  generally,  however,  boats  of  light  draught  can 
Iproceed  to  Pittsburg  \yiihout  much  difficulty,  except  they  may  be 
Iprevented  a  few  weeks  in  midwinter  by  floating  ice. 

The  succeeding  tables,  prepared  by  direction  of  the  Chamber  of 
ICommerce  of  Cincinnati,  exhibit  the  commerce  of  the  port  in  detail, 
riving  the  quantity  and  character  of  the  articles  entering  into  its  com- 
'  (sition  during  the  period  of  five  years  past. 

Imports  into  Cincinnati,  from  all  sources,  for  1847-48, 1848-'49, 1849-50, 

1850-'51,  1851-'52. 


Articloa. 


Apples,  green bbls.. 

poef. do.., 

leef tierces.. 

aging pieces. . 

jrley busli.. 

leans do., 

tatter bbls.. 

tatter kegs., 

Ilooma tons. 

M,&c sacks. 

Jlaudles boxes. 

bm bush. 

bm  meal do . . 

Aer bbls. 

casks. 

boxes. 

bales. 

sacks. 

drums. 


neese . 

btton.. 

bffee.. 

dflBh. 


1847-'48. 


28,674 
659 


flperage pieces. 

boxes  and  bbls. 

bur bbls. 

leathei'B sacks. 

Iih bbls. 

kits. 

lit,  dried bush. 

bbls. 

boxes. 

i88vare pkgs. 

^mp bundles  &  balen . 

loose. 


79,228 

165,528 

8,757 

6,6'i5 

6,405 

2,203 

1,941 

133 

361,315 

29,542 

2,289 

164 

133,800 

13,476 

80,242 

311 

179,948 

4,035 

151,518 

4,467 

19,215 

725 

27,464 

585 

20,281 

15,()25 

15,:M9 

33,r45 


1848-'49. 


22,109 

348 

27 

2,094 

87,460 

3,067 

7,721 

7,999 

9,519 

21,995 

414 

344,811) 

5,504 

4,346 

281 

143,265 

9,058 

74,961 

515 

147,352 

4,504 

447,844 

4,908 

18,146 

1,059 

38,317 

878 

33,868 

19,209 

11,161 

23,7(36 


1849-'50. 


6,445 

801 

15 

324 

137,925 

5,565 

3,674 

7,487 

2.545 

49,075 

718 

649,227 

3,688 

453 

97 

165,940 

8,551 

67,170 

464 

201,711 

2,041 

231,859 

3,4;?2 

14,527 

1,290 

11,802 

1,109 

34,945 

25,712 

12,062 

30,280 


1850-'51, 


16,934 
1,101 

18 


111,257 

3i,o:i7 

8.259 

11,043 

2,727 

50,976 

697 

489,195 

5,i)08 

1,047 

74 

205,444 

7,108 

91,177 

441 

146,691 

5,9.')6 

482,772 

2,858 

19,820 

2,()94 

41,824 

876 

37,099 

28,619 

13,254 

8,132 


1851-'52. 


71,182 

1,609 

1,145 

71 

89,994 

14,137 

10,203 

13,720 

4,036 

131,014 

t>53 

653,788 

8,640 

874 

46 

241,753 

12,776 

95,732 

431 

135,118 

10,544 

511,042 

6,716 

20,076 

1,075 

24,847 

1,936 

44,004 

36,603 

I8,:m 

54,647 


714 


S.  Doc.  112. 

STATEMENT— Continued. 


ArticloR. 


Hides,  gri'cn Iha. 

Hay balen . 

Herring boxeii. 

Hogs Iiead. 

Hopi bales. 

Iron  and  steel pieces . 

Iron  and  Ateel bundles. 

Iron  and  steel tons. 

Lead pigs. 

Lard bbls. 

Lard kcRs. 

Leather bundles. 

Lemons boxes . 

Lime bbls. 

Liquor hhds  &  pipes. 

Merchandise  &  sundries  ..pkgs. 
Merchandise  i&.  sundries  . .  tons . 

Molasses bbls. 

Malt bush. 

Nails kegs. 

Oil bbls. 

Orangeb boxes. 

Oakum bales. 

Oats bush. 

Oil  cake lbs. 

Pork  and  bacon hhds . 

Pork  and  bacou tierces . 

Pork  and  bacon bbls. 

Pork,  in  bulk lbs. 

Potatoes bbls. 

Pig  metal tons. 

Pimento  &,  pepper bags . 

Rye bush., 

Rosin,  &.C bbls% 

Raisins boxes . . 

Rope,  twine,  &c pkgs. . 

Rice tierces. . 

Sugar hhds. . 

Sugar bbls.. 

Sugar boxes. . 

Seed,  flax bbls.. 

Seed,  grass do. . . 

Seed,  hemp do. . . 

Salt sacks. . 

Salt bbls.. 

Shot kegs.. 

Tea pkgs.. 

Tobacco hhds.. 

Tobacco bales. . 

Tobacco boxes  &  kegs. . 

Tallow bbls.. 

Wines bbls.  &  qr.  casks . . 

Wines baskets  &  boxes . . 

Wheat bush.. 

Wool bales.. 

Whiskey bbls. . 

Yam,  cotton pkgs. . 

Yam,  cotton bales. . 


1847-'48. 


10,H29 
8,0:i6 
4,191 
49,847 
645 
197,120 
34,313 
827 
39,607 
37,978 
41,714 
6,579 
3,068 
63,364 
3,115 
381,537 
7,308 
51,001 
7,999 
59,983 
6,618 
5,007 
1,486 
194,557 
2,811,793 
4,420 
140 
69,828 
9.643,063 
22,439 
21,145 
3,455 
24,336 
11,668 
22,795 
7,806 
2,494 
27,153 
11,175 
2,928 
32,060 
4,968 
214 
65,265 
94,722 
809 
2,931 
4,051 
1,229 
14,815 
2,473 
2,251 
2,272 
570,813 
1,943 
170,4:J6 
6,403 
288,095 


184ft-'49. 


11 


22,774 
12,751 

8,960 
52.176 
2:)8 
187,864 
29,889 
1,768 
45,544 
28,514 
48,187 
6,975 
4,181 
61,278 
4,476 
68,582 
837 
52,591 
29,910 
55,893 
7,427 
4,317 
1,423 
185,723 
1,767,421 
6,178 
465 
44,267 
9,249,380 
17,269 
15,612 
1,257 
22,233 
3,298 
14,927 
3,950 
3,365 
22,685 
7,575 
1,847 
22,859 
5,928 
510 
76,985 
76,496 
818 
7,412 
3,471 
1,311 
12,463 
1,829 
2,683 
2,101 
385,:i88 
1,686 
165,419 
5,562 
262,893 


1849-'60. 


14,181 
14,452 
3,646 
604)02 
799 
1^6,832 
55,168 
2,019 
49,197 
34,173 
63,327 
9,620 
4,183 
56,482 
5,802 
30d,523 
4,540 
54,003 
41,982 
83,073 
5,049 
6,819 
1,799 
191,924 
27,870 
7,564 
2,358 
43,227 
13,257,560 
3,898 
17,211 
2,558 
23,39r 
12,349 
11,9m 
3,061 
3,556 
26,760 
13,005 
2,467 
15,570 
4,432 
314 
110,650 
114,107 
1,447 
9,802 
3,213 
887 
17,772 
1,225 
6,874 
4,296 
322,699 
1,277 
186,678 
3,494 
174,885 


1850-'51.      1H6I 


25,424 

12,691 

3,H:tt 

111,4^*5 

756 

225,0:«) 

66,809 

2,.'i70 
69.413 
36,84^9 
31,087 
10,399 

3,377 
57,537 

1,46'> 
175,l;W 

3,:<70 
61,400 
21,:J50 
83,761 

6,764 

9,302 

i,7:w 

164,2:18 
194,(MI0 
6,277 
1,183 
31,595 
14,631 ,3:}() 
19,641) 
16,110 
2,'l-^7 
44,3118 
12,511 
15,(548 
2,007 
4,7rt3 
29,808 
18,584 
3,612 
20,319 
4,I<I4 
<M 
50,474 
79,3  8 
l,5(iV  j 
7,821 ! 
3,701  j 
1,697  > 
19,i)4r) ; 
3,<)f<2 
3,40J 
5,(KiO 
3«-<,CC0 
l,8()(i 
244,014  I 
5,577 
124,594 


9570 
l»4,l«; 

mil 

54,733 

■m 

64,1*17 

3,162 

45fl,7(i3 

9:<,l3i 

W,l!9 

m 

4,5ff 

im 

197,t«j 

im 
m 
'mi 

!iii,739 
1,425 

im 

2^,417 
3,203 

m 

15537 

m\ 

am 

m  I 
aot 

m\ 
im 

11,419 1 

1,9011 

53 

4,4«2| 

".;& 

377,M7| 

m» 

I0,S18 
167,018 


S.  Doc.  112. 


715 


mcd. 


1840-'50. 

1 
1850-'51. 

1H61.J8. 

14,181 

25,494 

r>4<)rfi 

14,452 

12,691 

m 

3,M6 

:j,h:« 

•M« 

604)02 

111,4'^r) 

16<»,6)4 

799 

7rA\ 

IM 

186,832 

225,0:i9 

miti 

65,168 

66,H(I9 

^m 

2,019 

2,570 

nun 

49,197 

5!).4i:i 

54;33 

34,173 

3(i,H4B 

:i6,0<7 

63,3*7 

31,0H7 

•am 

9,620 

10,3tW 

UM 

4,183 

3,377 

HM 

56,482 

57,537 

mi 

5,802 

1,465 

3,162 

30d,523 

175,i:w 

ihUM 

4,540 

3,:{70 

m 

54,003 

61,400 

9;t,is 

41,982 

21,X)C 

's.m 

83,073 

83,7(51 

MM 

5,049 

6,764 

m 

6,819 

L',3()2 

4,^ 

1,799 

1,7:«) 

1,»43 

191,924 

if.4,2:w 

mm 

27,870 

194,(MI0 

wm 

7,564 

6,277 

10,333 

2,358 

],1H3 

m 

43,227 

31,595 

'mi 

13,257,560 

14,631, 3:y) 

ifh'am 

3,898 

19,ti4l> 

!*i,739 

17,211 

16,1 10 

'^m 

2,558 

2,'l-i7 

1,425 

23,397 

44,308 

58,317 

12,349 

12/)11 

\m 

11,936 

15,648 

2H,4ir 

3,061 

2,007 

3,203 

3,556 

4,783 

3,78 

26,760 

29,808 

•am 

13,005 

18,584 

15537 

2,467 

3,6ia 

2^ 

15,570 

20,310 

ii}M 

4,432 

4,104 

m 

314 

IM 

301 

110,650 

50,474 

91,311 

114,107 

79,3  8 

5(j,020 

1,447 

1,507 

m 

9,802 

7,821 

12,1*10 

3,213 

3,701 

11,410 

887 

1,G'J7 

1,!W 

17,772 

19,045 

2;i,ooo 

1,225 

3,(582 

5,930 

6,874 

3,401 

4,4« 

4,296 

5,0()0 

^,38 

322,699 

388,«5(5() 

3:7,fl37 

1,277 

l,8(i() 

4,58 

186,678 

244,014 

Ti'm 

3,494 

5,577 

10,836 

174,885 

124,594 

167,00J 

It  will  l»r  observed  thnt  the  articles  cnumernted  in  tlic  forcjioing 
|tal»lt'  ntiriprisc  tlie  wliole  impnrUitions  into  Ciiiciiuiiiti,  whc  tin  r  Irotu 
Ltlic  riv(  r,  down  the  river,  by  cunid  oi  niihv.iy,  hy  land  or  wafer. 
'   The  Viilue  of  tlie.se  imports,  Judenendcnt  of  tlie  itrm  of  niereliandisc 


IbikI  JundrieM,  was  estimated  for  the  yefir  ending'  August  y I,  \>ry2,  at 
Ittie'iim  of  $24,716,331.  Estimnting  merehandise  upon  iho  basis  of 
Ivaluation  used  in  tlie  Miami  and  other  distriets  on  the  lakes,  \v(,iild  <,dve 

t'irther  amount  of  $3:>,146,400 — making  the  aggregate  inipt)rt  com- 

lerce  amount  to  $56,861,731. 

\statmcnt  of  the  prinajHil  art  ides  of  cjqmrt  from  Chmnvuti  hy  nil  land  and 
I  vxitir  routes  for  the  years  1847-48,  1848-'4y,  l849-'50,  ls50-'61, 
1861-52. 


ArticleH 


Applei,  green bbls . 

l/bhol «1«»-- 

iBeef «'«• 

iBeef tierces. 

mm bbls. 

broums dozen. 

iBiitter bbls. 

iButter kt'gs. 

Bran.&c sacks. 

iRilKpiig pieces. 

jCora sacks. 

It'oramettl bbls. 

ICheene casks. 

Chee«e boxes. 

ICandles tlo.- 

Csttle head. 

Cotton bales. 

Coffee sacks. 

Cooperage pieces. 

Eggg bbls . 

Tlour do.. 

Feathers sacks. 

Fruit,  dried buwh . 

GreMe bbls. 

Bran  seed bbls . 

Borses head. 

Bay bales. 

Hemp do.. 

Hides lbs. 

Bidei No. 

iron pieces. 

Irnn bundles . 

Iron tons. 

Mrd bbls. 

ard kegs. 

ardolis bbls. 

tinneed do.. 

Holasses do.. 

Icake tons. 

Uata sacks. 

Potatoes bbls. 

Fork  and  bacon hhds . 

Pork  and  bacon tierces . 

Pork  and  bacon bbls . 

Pork,  in  bulk lbs. 


1847-'48. 


1848-'49. 


8,512 
1,771 

14,(^11 
3,615 
1,097 
3,76(» 
2,937 

28,315 
3,761 

12,632 

53,021 

19,999 
30 

69,:J74 

29,189 

733 

6,123 

18,581 

36,924 
9,450 
201,011 
3,736 
5,074 
4,268 
2,431 
1,268 
94 
5,659 

60,880 

9,024 

127,193 

17,351 
6,916 

81,679 

208,696 

8,277 

3,878 

18,332 

4,:W7 
41,675 
15,687 
37,162 

8,862 
196,180 


6,824 

3,022 

12,523 

9,332 

1,680 

3,333 

1,272 

24,398 

233 

15,910 

7,176 

3,060 

121 

55,13-4 

39,640 

97 

4,009 

18,909 

55,617 

5,229 

267,420 

3,824 

8,317 

6,922 

2,387 

378 

1,040 

2,198 

73,209 

I    7,731 

43,025 

7,081 

6,270 

37,521 

130,509 

9,550 

3,020 

17,750 

2,274 

212 

7,073 

39,470 

10,930 

186,192 


1849-'50. 

1850-'51. 

3,519 

8,0(54 

3.302 

5,(»:i8 

7,558 

19,!i;!7 

6,(525 

9,;{r>6 

2,4(59 

l,Wi 

7,:i55 

8,7:55 

9(54 

3,258 

24,:5i»3 

3(5,185 

4,:i22 

5,789 

»,:553 

8,212 

57,248 

20,137 

1,179 

2,14rt 

106 

25 

86,902 

121,755 

67,447 

113,412 

30 

440 

1,896 

5,132 

22,031) 

3,-*,158 

■^3,(537 

63,804 

4,246 

7,258 

98,908 

390,131 

5,:wo 

4,(»95 

1,850 

17,480 

7,597 

4,426 

2,528 

2,830 

4(58 

599 

5(54 

638 

1,1(54 

3,112 

62,t'()5 

48,079 

11,225 

12,459 

54,075 

108,255 

3(5,245 

44,110 

5,767 

9,77(5 

38,192 

30,;jyi 

170,167 

71,300 

16,984 

26,110 

4,879 

7,881 

25,878 

25,098 

743 

963 

5,023 

11,707 

5,283 

19,823 

23,529 

30,220 

22,477 

20,762 

193,581 

122,086* 

13,448 

2.974 

1851-'62. 


7,223 

7,607 
20,015 
9,023 
1,611 
7,934 
3,006 

3i,:»5 

10,543 

12,918 

51,231 

928 

71 

150,689 

121,727 

1,840 

8,810 

43,654 

(54,279 

9,160 

408,211 

7,876 

6,413 

4,732 

7,587 

944 

554 

3,616 

142,823 

31,775 

172,409 

30,368 

11,329 

47,862 

115,845 

24,830 

9,377 

48,866 

1,601 

2,718 

23,844 

43,933 

34,398 

131,560 

3,912,943 


:H'ii 


•    i 


I:  I 


•I 


i-i 


716 


S.  Doc.  112. 

STATEMENT— Continued. 


Artieloi. 


Pork Imixcr.. 

H<>|if,  iVc pkf{N. . 

Srtiip boxoii . . 

Hh«^<*p heuil.. 

BiiKiir hhdx. . 

Salt bbln.. 

Salt aackii.. 

Hii«>(1,  flux \>h]».. 

Mt)ivliiiiiiliK<' pkgR.. 

MorcliMiilisu tun*.. 

LiqiKirri bbls. . 

MHMiil'nctiii'cH piof«« . . 

rrMluce pkRi*.. 

Sriirch boxi!«. . 

Tullow bbU.. 

Tul)iifr-o kens  and  bt)X('8. . 

Tobacco hbiU. . 

Tobiicco buloH . . 

ViiicKiir bbU.. 

Wbinkcy bblH.. 

W(Mil baleti. . 

W<M.l lbs.. 

White  leiiil kcgn. . 

Pieces  of  cttKtiiiKH No. . 

Piuces  of  ciiHtinga tons.  ■ 


1847-'48. 


1848-'49.  1  1849-'50. 


18r)0^'r>l. 


m--4. 


759,188 

u,(m 

1,400 

ii,5r>» 

6,()r>7 

«,7Hr) 

34i,:«i:i 

10,84.-* 

9,:ui4 

42,4 1'i 

8,177 
5,A82 
9,:jr»'2 
3,812 
123 
2,753 
186,509 
2,298 
7,037 


924,256  i 
4,;HS9 
11,303  I 
522  ' 
8,443  I 
39,1«)0 
5,403 
808 
210,049 
2I,40()  I 
10,913 
91,904 
17,009 
7,904 
4,975 
7,4W 
3,309 
12(1 
1,288 
136,911 
1,109 
10,230 


2,310,699 

3,451 

17,443 


9,650 

29,i'>09 

8,301 

615,041 

11,109 

11,798 

5({,810 

10,327 

9,491 

4,311 

6,905 

4,847 

77 

2,404 

179,540 

2,156 

10,841 

40,294 

54,:J99 

2,385 


4,753,9:)3 

«,',>72 

21,5531 

4f>0 

13,<M)0 

2H,5H5 

7,114 

443 

349,1H| 

lo,:i5ii 

m-m 
22,  ion 

i3,orrf< 

14,11)0 

5,S»27 

18,:J45 

2,8r)« 

101) 

3,75<) 

231,324 

2,725 

4,8:Wi 

50,a->7 
3<>,2r)() 

1,121 


ituu 

(i.Vi;;)3 

«m 

1«,«)3 

24;tii 
i»,*ii 

5,fl65 
i27fi,l'« 

vm 
mi 


A  glnnce  at  the  table  of  exports  will  satisfy  the  observer  that  the 
exports  fire  of  the  same  articles  as  the  imports,  and  tliat  the  m  ijor  part 
of  the  property  here  noted  is  merely  in  transitu,  passing  through  the 
cominoreial  houses  of  Cincinnati  on  its  way  to  a  northern  or  southern 
destination. 

Many  articles,  it  will  also  be  observed,  are  much  modified  in  their 
shape  during  their  stay — such  as  pork,  lard,  whiskey,  talhnv,  &c. 
These  tables  possess  much  interest,  as  showing  the  course  ot'tjiule  at  | 
this  point,  as  well  as  exhibiting  its  nature  and  character  more  till 
than  can  be  otherwise  done. 


PITTSBURG,  PENNSYLVANIA. 

t 

The  city  of  PittJsburg  is  situate^  in  the  western  part  of  Penn?vlv> 
nia,  at  the  head  of  navigation  on  the  Ohio  river,  which  is  formed  at  that 
point  by  the  union  of  the  waters  of  the  Alleghany  and  Mononiiiiheli.  | 
It  is  in  42°  30'  north  latitude,  and  80°  2'  west  longitude  ;  2:J0  miles 
from  Baltimore,  and  297  from  Philadelphia;  200  milrs  from  Harris- 
burg,  and  226  fiom  Washington.     It  had  a  population,  with  its  suburbs, 
in  1800,  of  l,-5()0  persons,  and  in  1850,  of  about  83,000.    The  enu- 
meration of  the  inhabitants  of  the  city  proper  was,  in  1810,  4.768;  in 
1820,  7,248;  in  1830,  12,542;  in  1840,  21,115;  and  in  1850,  with  i 
its  suburbs,  83,000.     This  number  for  1850  in(du(les  Alleghany  ciiy,  of  | 
upwards  c^^' 20,000  inhabitants,  and  some  smaller  places  in  the  vicinity. 
Alleghany  county,  of  which  Pittsburg  is  the  principal  town,  had  a  pop- 


S.  Doc.  112. 


717 


nucd. 


184»-'50. 


i8r)ft-'r>i. 


K'.l.'jj. 


2,310,699 

4,753,053 

2,:w 

3,451 

0,272 

it.;»5 

17,443 

21,5531 

^,i«! 

400 
13,(MN) 

9,050 

89,r>(l9 

28,585 

«.'W 

H,:)01 

7,144 

lti,:iM 

:<:{:< 

413 

Vf» 

015,041 

349,18! 

6.v;;j3 

11,109 

I(»,:t50 

ii;^i 

11,798 

19,2!>7 

4'J,;H8 

«J,810 

22,103 

(if>m 

lo,:«7 

i3,!»r.H 

i-m 

9,491 

14,1110 

H-'iDJ 

4,311 

5,927 

m 

6,905 

18,345 

24;tii 

4,847 

2,85<) 

10,^1 

77 

lOO 

m 

2,404 

3,750 

5,965 

179,540 

231,:t24 

276,1'M 

2,150 

2,725 

m 

10,841 

4,8:W) 

vm 

40,294 

50,857 

G5,5H 

54,:J99 

3(),2()t) 

•£m 

1,121 

m 

tisfy  the  observer  that  the 

rts,  and  that  the  m  ijor  part 

mtitu,  passing  ttirougli  the 

to  a  northern  or  southern 

re  much  modified  in  their 

ard,  whiskey,  tulluw,  k 

i^ing  the  course  ot"  trade  at 

and  character  more 


ANIA. 

cstern  part  of  Pennsylva- 
ver,  which  is  lonnecl  at  that 
leghany  and  Monongiiheli 
west  longitude  ;  2-M)  milej 
U;  200  miles  from  Harrk- 
)f)|)ulation,  with  its  sji)urbs, 

about  83,000.  The  enu- 
)er  was,  in  1810,  4.768;  in 
11,115;  and  in  1850,  with  I 

ineludes  AUeghtiny  ciiy,  of 

aller  phices  in  the  vicinity. 

principal  town,  had  a  pop- 


Hlifjon,  in  lS/50,  of  139,098,  having  gained,  sinre  1R40.  nenrlv  •''>7,0 
|,,t|,iH  ((.iinty  a  lurger  capital  is  invested  in  iron  nii fiiciiirrs  tinn 


0(10. 
_  in 

a„v  other  eoiHify  m  the  State,  whi<'h  is  pretty  g(K.d  evid.-iiee  rliat,  at 
,,r,Vnt  ;it  h-ast,  it  oHers  grean-r  iiuhiremrnts  to  that  hr.KMli  <.f  industry 
,  nny  other  jKiint.     Except  at  short  periods  of  verv  dry  seii-..iH,  the 
lOhio  ■"•'•'vifrdde  to  INttsburg  by  hoiits  of  hght  drmigllt.     It  is  not, 
hdwover,  iijivigable  tiir  l)oat.s  of  the  hirgest  chiss  (hiring  anv  eorisi(h'ra- 
hlo  portion  of  the  season.      When   t\\v  spring   freshets  ('M<nr,   thcTU 
is  diep  wiiter  ;  but  the  boats  built  at  Pittsbuig  are  adajjicd   to  tlio 
lowest  possible  draught,  so  that  th(!y  may  transfitt  business  iiiiirly  the 
Lhole  yt'iir.     At  times,  in  severe  winters,  there  is  sunicicnf  noiitiilg  ieo 
in  the  iipiMT  Ohio  to  impede  navigation  f(>r  a  few  «hrys.     The  prineipd 
hirboris  tarnished  by  the  Monongahela  river,  which' h;is  a  Ixitcr  dtpth 
ofwiit.^r  thiin  the  Alh'glmny.     The  city  lies  eliietly  b(  tween  the  two. 
It  has  ml  her  a  pleasant  site,  and  is  .surrounded  with  hills  of  bituminous 
coal,  which  can  be  quarried  and  delivered  in  the  eiiy  at  a  trilling  ex- 
Ipse.    It  iis  to  this  tiict,  and  the  close  proximity  of  g»M»d  iron  ores,  that 
Pittshurg  owes  her  great  growth  in  manufactures.     Pittsburg  is  th^? 
great  r«/'vp/  of  western  Pennsylvania,  from  the  Ohio  and  Mississippi 
Ibasinand  from  the  lakes.     The  Ohio  river  gives  her  an  eligible  eon- 
Inoxion  with  the  first,  and  its  trade;  while  the  Beaver  and  Krie  and 
Ohio  c!!n:ils  give  her  access  to  the  latter;   and  tli(>  Peun.sylviiniii  ejinid, 
jfroin  Johnstown,  gives  her  the  command  of  the  prineipnl  portion  of  tho 
jtrade  of  the  State  west  of  the  Alleglianies.     Besides  these  connexions, 
lliowever,  I'ittsburg  is  about  to  reap  great  benefits  from  numerous  rail- 
hvay  projects,  which  will  soon  be  in  operation  in  v.irious  portions  of 
hcstern  Pennsylvania.     These  are  spoken  of  pretty  fully  in  another 
jdopartinent  of  this  report,  and  it  is  tlieretbre  unnecessary  to  describe 
Ithem  under  this  head.      One  of  the   most   important   of  all  these 
Iprojects  is  the  Pittsburg  and  Olean  railway,  which  will  pjiss  through 
Isome  of  the  best  agricuhural  counties  in  the  State,  but  which  heietofiire 
Ihave  not  had  access  to  a  market,  sufticiently  expeditious  to  deveioj)  their 
Irichand  varied  resources.     To  connect  with  tlie  route  just  meniionLJ, 
la  road  is  about  to  be  built  from  Buffalo,  at  the  l<)ot  of  Lnke  Erie,  to 
(lean.    This  road  will  connect  the  western  termini  of  the  Peiinsylva- 
lia  canals  with  the  western  termini  of  the  New  York  canals,  auil  t  Ik;  iiead 
ofOliio  nivigation  with  the  great  lake  port  at  the  eastern  terminus  of  n;ivi- 
E;ntion  !i  Lake  Erie.    Buffiilo  will  have  access  also  to  the  coal  ami  iron  of 
Pittsburg  and  other  portions  of  Pennsylvania  by  a  direct  route,  and  f)y 
mode,  loo,  which  enjoys  superior  advantages  over  all  others  in  carry- 
ing coal.    Railway  tracks  may  be  laid  direct  from  the  city  to  the  mine, 
liid  follow  up  the  quarry  indefinitely,  perhaps,  so  that  by  such  a  mode 
ho  transhipment  or  cartage  is  required;  but,  with  water  communication, 
It  cannot  be  done  so  easily.     There,  coal  must  be  carted  from  mine  to 
lioat,  and  when  arrived  at  the  place  of  destination,  instead  of  bt>ing 
(lumped  right  from  the  cars  into  the  coal-yard,  as  upon  railways,  it  must 
be  raised  out  of  boats  and  carted  away  to  the  yard.    Perhaps  eoal  and 
per  minerals  or  ores  are  the  only  kind  of  heavy  articles  of  which  it  can 
i  said,  with  truth,  that  they  may  be  transported  more  cheaply  by  rail- 
way than  by  water.     The  manufactures  and  commerce  of  Pittsburg  are 
amense ;  but  no  returnu,  later  than  those  of  the  census  of  1860,  are  at 


'•"I 


71S 


S.  Doc.  112. 


r  '       *t. 


is'"     i4 


pi 


band,  by  which  to  exhibit  the  exact  value  of  the  former,  nnd  the  com- 
mercial  returns  iire  but  indifferently  kept  at  anv  time.  Below,  Butlj ,,, 
thentic  chita  are  presented  as  could  be  procured  indicative  ol'  the  charac- 
ter  and  extent  of  each. 

In  1840  there  were  in  operation  in  Pittsburg  and  Alleghany  citr 
thirty-two  furnaces  and  forges,  with  a  capital  of  $1,437,000;  the  t«a 
capital  employed  in  manufactures  was  stated  at  $2,784,694.  'J'heioo. 
iiageof  the  port,  in  1S40,  was  estimated  at  12,000  tons. 

In  18/50,  acconJitig  to  the  returns  of  the  United  States  census,  Alfe. 
ghany  county  had  mtmufactures  of  all  kinds  employing  capital,  atid 
yielding  annual  products  as  follows : 


No.  of 
manufac- 
tories. 


HttBburg 

Alleghaay  city  . . . 
Alleghuuy  county 

Total 


819 
120 
3S8 


1,267 


Capital  in- 
vested. 


$5,944,383 
1,469,790 
3,441,721 


10,855,894 


Value  of  nia- 
terial. 


$5,677,890 
1,156,018 
2,590,498 


9,424,406 


Hands  em- 
ployed 


8,4% 
1,8J7 
4,400 


14,663 


Vslneof* 
oiwi  pndiM, 


•10,0»,7!i 


M,mM 


The  great  bulk  of  the  above  aggregate  of  nearly  seventeen  million 
dollars  of  the  product  of  industry  is  made  up  of  manufactures  ot  variflw 
kinds  of  iron,  steel,  nails,  glass,  cotton,  clotning,  boots  and  shoes,  cabi- 
net-ware,  wliiskey,  flour,  and  provision-packing.  Iron,  of  course,  taJw 
the  lead,  and  enters  into  almost  all  kinds  of  manufactures  to  agriatortf 
less  degree.  | 

It  is  proper  to  remark  here,  that  little  reliance  is  to  be  placed  unontlie| 
accuracy  of  census  returns,  generally,  in  matters  of  business  wliicbr 
late  to  the  actual  substance  of  men  so  intimately  as  the  above  (jiJcriMl 
indicate.    Various  motives  instigate  different  persons  to  give  repli 
susceptible  of  constructions  very  wide  of  the  mark  aimed  at  by  li 
government — sometimes  above,  perhaps,  but  generally  very  tiir  Mn 
the  real  value  of  the  property  or  business  undergoing  investigatirJ 
Business  men  are  proverbially  jealous  of  all  intermeddling  in  tlitirj 
fairs ;  and  so,  however  good  the  object  of  the  meddler  may  he,  or! 
innocent  soever  the  instrument  employed,  the  replies  are  usually) 
colored,  as  it  is  supposed  will  best  subserve  the  interests  of  their  ma 
Hence,  such  returns  should  be  used  under  a  full  view  of  the  circi 
stances  and  with  many  grains  of  allowance.    In  the  case  of  Pitt.<b 
and  vicinity,  all  commercial  returns,  lately  compiled,  present  very  ( 
ferent  results  from  those  of  the  census.    That  city  is  well  known  toll 
one  of  the  most  prominent  in  all  the  western  valleys  for  the  cormtrudJ 
of  steamers — bothoi  wood  and  iron — an  interest  which  dwsnolf" 
appear  in  the  census  returns.    It  is  said  that  the  number  of  hImd 
built  at  this  place,  during  a  series  of  years,  will  average  about  one  p 
week.    Supposing  this  statement  to  be  correct,  and  that  the  value  ofi 
machinery  and  joiner-work  was  included  under  those  hesuls,  wliitlij 
hardly  probable,  there  is  still  the  cost  of  material  and  labor  rcquiredj 
construct  fifty-two  hulls,  unaccounted  for,  which,  at  the  moderate  an 


S.   Doe.  112. 


719 


the  former,  and  ihe  com. 
ly  time.  BeliiW,  fjuth  ai. 
d  indicative  of  the  cliarac- 

jburg  and  Alleghany  cin 
tlof  $1,437,000}  thetoiil 
at  $2,784,694.  The  too.  | 
2,000  ton*. 
United  rttatea  census,  Alk- 
8  employing  cupilal,  and 


Oe  of  Dili- 

terial. 


Hands  eni' 
ployed 


Valn«  of » 
DUttl  pndyd  I 


1,677,890 
,156,018 
S,  590, 498 


8,4:)6I  |10,0»,1!il 
1,817        1,H44,7U| 

4,400 1   i,mm 


),  424, 406        14,063      16,6«,«l 


of  nearly  seventficn  millioiil 
jp  of  manufaetures  ot  variowl 
rthing,  boots  and  shoes,  cabi-l 
kking.  Iron,  of  course,  takttl 
'  manufactures  to  a  greaa-Tttl 

iance  is  to  be  jjlaced  up  tkl 
natters  of  business  which »' 
timately  as  the  abovcj  (\\m 
jient  persons  to  give  repli' 
'  the  mark  aimed  at  hv  i 
but  generally  very  far  U-h 
ess  undergoing  investigalin 
all  intermeddling  in  their  f 
the  meddler  may  he,  or « 
d,  the  replies  are  usually  i 
^e  the  interests  of  their  riialf 
ler  a  full  view  of  the  cira 
ice.    In  the  cnse  of  PiUsb 
ly  compiled,  present  very  i 
That  city  is  well  known  toU 
ern  valleys  for  the  cotmiructf 
interest  which  dcjcsnotf' 
that  the  number  of  sKwi 
irs,will  average  about  one  1 
)rrect,  and  that  the  valucoffl 

d  under  those  heiuls,  wliick 
•material  and  kbor  required! 

r,  which,  at  the  moderalcar^ 


age  vniuntion  of  ten  thousand  dollars  each,  would  amount  to  five  hun- 
dred and  twenty  thousand  dollars. 

This  is  but  a  single  item;  jmd  it  is  not  at  all  improbable  that  many 
more  might  be  cited,  less  important  to  be  sure,  but  still  capable  of 
adding  their  quota  to  the  general  aggregate.  In  western  Pennsylvania — 
that  is,  in  the  twenty-two  counties  west  of  the  Alleghanies — there  were 
d^crent  varieties  of  iron  works  in  thirteen  of  the  counties,  to  the  num- 
l)er  of  one  hundred  and  forty,  involving  the  investment  of  $6,887,376. 
The  principal,  and,  in  fact,  almost  the  only  acccs:;ible  miirket  fl^r  the 
products  ol  this  immense  capital,  is  Pittsburg.  During  late  years,  it  is 
well  known  many  of  them  have  remained  idle,  owing  to  the  low,  un- 
remunerating  prices  of  iron.  But  the  late  advance  of  prices  in  Europe, 
and  the  present  high  rates,  are  stimulating  this  important  interest,  and 
inviting  capital,  and  labor  to  engage  in  it,  with  good  pnjspects  of  an 
jldequate  reward.  Pittsburg  must,  therefore,  soon  reap  a  rich  harvest 
in  the  au^mf  ntation  of  her  traffic  from  this  source.  Pittsburg,  however, 
is  not  entirely  dependent  on  the  suburban  counties  for  her  iron  manu- 
factures. 1  here  are  in  the  city  fifteen  rolling  mills,  having  a  capacity 
for  making  49,200  tons  of  bar,  rod,  hoop,  sheet,  and  boiler  iron,  nails  and 
spikes,  and  bar  and  sheet  steel,  annually.  Of  the  above  fifteen  works,  six 
are  employed  in  the  conversion  of  steel;  of  which  they  made,  in  1860, 
6,078  tons.  In  the  same  works  there  were  205  nail  machines,  capable 
of  turning  out  1,000  kegs  of  100  lbs.  each,  or  an  aggregnte  of  10,250 
tons.  The  aggregate  value  of  the  products  of  these  fifteen  works  is 
estimated  at  13,425,000. 

The  pig  iron  consumed  in  these  and  similar  manufactories  is  supplied 
I  by  the  foundries  located  upon  the  several  rivers  which  communicate 
with  the  mountainous  districts.  The  ore  is  principally  furnished  to  the 
[foundries  by  the  neighboring  farmers  during  the  winter  season,  when 
their  labors  are  not  required  in  agricultural  occupations.  Digging  the 
lore,  and  delivering  it  to  the  furnaces;  felling  trees,  and  converting  the 
jwood  which  is  unfit  to  transform  into  lumber,  into  charcoal,  for  the 
[use  of  the  furnaces,  and  raising  produce  for  the  subsistence  of  the 
llaborers  employed  in  the  manufacture  of  iron,  afford  abundant  and 
Iprofitahle  employment  to  the  agriculturists  of  the  surrounding  country, 
land  contribute  largely  to  the  trade  and  commerce  of  Pittsburg. 

The  manufacture  of  glass  is  carried  on  by  thirty-three  difTerent 
estahlishmcnts  in  this  city,  which  is  scarcely  less  noted  f()r  the  quantity 
and  vaiiety  of  this  article,  annually  classed  among  its  exports,  than  for 
|lhe  larger  and  more  valuable  interest  just  described. 
These  remarks  are  intended  to  convey  some  idea  of  the  principal 
nanuliicluring,  and  consequent  commercial,  interests  of  Pittsburg,  as 
ftow  in  progress;  but  it  may  be  well  to  add,  that  they  may  be  extended 
klmost  indefinitely.  There  is  no  known  limit  to  their  capacity,  or  to  the 
pments  necessary  for  their  augmentation.  Wood,  coal,  ores,  and  agri- 
ultural  resources,  all  abound  in  the  utmost  profusion,  and  at  the  great- 
8t  possible  convenience.  All  that  is  wantmg  to  constitute  Pittsburg 
be  •' Birmingham"  of  the  American  continent  is  labor. 
The  commercial  interests  of  Pittsburg  are  hardly  less  important  than 
be  manufacturing.  The  enrolled  tonnage  of  the  port  in  1851  was  about 


K  i^ 


720 


S.  Doc.  112. 


-^1 


17,000  tons;  consisting  of  112  steamers,  employing  officers  and  crewn 
of  2,588  |>erson«,  and  carrying  466,661  passengers.  Of  the  property 
carried  on  the  river  steamers,  either  as  to  amount,  character,  or  quan- 
lity,  no  returns  are  at  hand,  and  there  is  no  very  satisfactory  mode  of 
ascertaining  its  value.  The  best  mode  of  ascertaining  its  character 
which  now  presents  itself  is  by  the  examination  of  the  returns  of  the 
canal  commerce  of  Pittsburg,  as  made  to  the  commissioners  oi  the  State 
works. 

Comparative  statement  exhibiting  the  exports  by  canal  of  some  of  the  leading 

articles  during  three  seasotis. 


Articles. 


Cotton lbs. . 

Hemp do. . 

Tobacco,  unmanufactured,do. . 

Groceries .do. . 

Hardware,  cutlery do. . 

Iron — pig do. . 

"       castings do. . 

"      b!ooms do . . 

Cast  (Steel do. . 

Lead do. . 

Nails  and  spikes do. . 

Bacon do . . 

Beef  and  pork bbls . . 

Butter lbs . . 

Flour bbls. . 

Lard  and  lard  oil lbs. . 

Tallow do. . 


1852. 


1,670,922 

1,165,057 

20,490,918 

1,724,070 

433,069 

16,557,572 

607,995 

411,620 

7,364,436 

5,000 

3,033,036 

39,586,694 

10,367 

434,495 

5,995,693 
865,509 


1847. 


1,056,138 

3,311,618 

14,777,059 

1,978,822 

246,897 

65,537 

250,910 

13,836 

549,416 

188,078 

61,760 

12,713,427 

41,225 

747,645 

297,940 

5,319,378 

62,946 


1846. 


1,000,971 

1,287,866 
24,696,742 
1,571,889 
239,353 1 

I  2,675,341 

333,702 

319,73«| 

325,0S.J 

82,:33[ 
21,661,2361 

19,6201 
800,2631 
156,4121 
2,92d,2& 
291,31^ 


This  and  the  following  tables  include  the  amount  of  the  articles  sp« 
cified,  moved  irotn  and  received  at  Pittsburg  on  all  the  public  improvej 
nients  during  the  years  named. 


a  Boc.  112. 


781 


ying  officers  and  crev* 
gers.  Of  the  property 
unt,  character,  or  quan- 
•ry  satisfactory  mode  of 
certaining  its  character 
)n  of  the  returna  of  the 
immissioners  oi  the  State 


inal  of  some  of  the  leadi^ ' 
ns. 


Cmj^rative  statement,  shotving  some  of  the-  leading  articles  imported  into 
I'iUiburg,  by  canal,  during  the  years  named,  each  ending  December  31. 


1847. 


1846. 


1,066,138 
3,311,618 
14,777,059 
1,978,822 
246,897 
65,537 
260,910 
13,836 
649,416 
188,078 
61,760 
12,713,427 
41,225 
747,645 
297,940 
5,319,378 
62,946 


ArUclea. 


1,000,971 

1,287,866 

24,696,742 

1,571,889 

239,353 

]  2,675,34l| 

333,702| 
319,7361 
325,OSol 
82,7331 
21,661,2361 
19,6261 
800,2651 
156,41i| 
2,929,2& 
291,3131 


Produce  not  specified  .  .lbs 

Oats bushels 

Leather.... lbs 

|Coffe3 do 

I  Dry  goods do 

Groceries do 

Hardware do 

(iron— pig do 

•'     castings do 

"     blooms do 

«     bar  and  sheet do 

Kails  and  spikes lbs. 

I bbls 


358,231 
43,087 

237,616 
17,102,061 
36,117,244 
17,886,702 
17,457,753 
20,225,668 

814,300 
14,232,693 
16,292,015 

156,600 
32,644 


1,267,620 

21,360 

312,239 

9,927,606 

23,201,074 

7,833,926 

14,501,693 

21,979,353 

124,662 

14,942,390 

4397 

15,886,711 

19,926 


1846. 


•t 


} 


871,500 

19,080 

386,226 

10,290,993 

12,661,818 

6,923,866 

10,622,463 

16,410,661 

13,890,707 

2,833,879 

676,408 

19,600 


On  the  average,  these  figures  indicate  a  very  gratifying  increase  in 
ihe  canal  commerce  of  the  city,  but  especially  in  the  iron  trade  for 
52.  In  this  fact,  and  in  the  greatly  increased  importations  of  dry 
ods  and  groceries,  may  be  seen  the  evidence  of  the  stimulation  which 
!  advanced  prices  have  already  imparted  to  the  iron  manufactures. 

atmciU  showing  the  imports  and  exports  by  canals,  at  Pittsburg,  during 


k  amount  of  the  articles  si„ 
•gonallthepubiicimprovi 

^■e 

^■rn 

Hltou 

■ap.... 
■cd  fiuit 

^Bseng  am 
^K^'liair. 

^Bds 

()acco,  ui 

47 


the  y':ar 

ending  Vecembe 

r  31,  1852. 

Articles. 

Exports. 

•Import*. 

p-icultural  products,  not 

irley 

an  and  shipstuffs 

fe 

specified,  .lbs. 
.  .bushels. . 

. . do 

do ... . 

5  106,651 

1,906 

1,951 

902 

400 

1.<i07,922 

58 

1,105,057 

13,262 

311 

277,634 

494,064 

3,270 

20,490,918 

358,231 

1,476 

19,670 

4,309 

rn 

llou 

do 

lbs.. 

tons.. 

lbs. . 

do. . 

. . .  .bushels  . 

1,137 

rap 

ed  fiuit 

s .... 

73 

642,600 
43,087 

Seng  and  beeswax .... 

lbs.. 

[s'hair 

do. . 

lis 

lacco,  unmanufactured 

.bushels. . 

lbs.. 

817 
76,800 

/m 


H-'    !    »  '•'4 


■ 


I 


■l 


t'f 


8^  Doc.  1111. 

STAT£M£NT-~€oiitumed. 


Arddes. 


Wheat buahels.. 

Deer  and  bufialo  skins lbs. . 

Feathers do. . 

Furs  and  peltries do. . 

Dry  bides. do. . 

Leather do. . 

Wool do. . 

Bark cords. . 

Boards  and  plank feet. . 

Hoop-poles No. . 

Laths,  less  than  5  feet do. . 

bhingles do. . 

Staves do. . 

Wood cords.. 

Boots,  shoes,  and  hats lbs . . 

Drugs  and  medicines do. . 

Dry  goods do.. 

Dye-stuffs do. . 

Earthenware do. . 

Glassware do. . 

-  Groceries do. . 

Hardware  and  cutlery do.. 

Li(juors,  foreign galls. . 

Paints lbs. . 

Cordage  and  bagging do. . 

Salt bushels . . 

Stoneware lbs. . 

Tobacco,  manufactured do. . 

Whiskey galls. . 

Ashes lbs. . 

Coal,  mineral tons . . 

Copper lbs.. 

Iron,  pig do.  ^ 

"    castings do. . 

"    blooms  and  anchors do. . 

"    bars  and  sheets do.. 

Lead,  bars  and  pigs do.. 

Nails  and  spikes do.. 

Steel do . . 

Tin do. . 

Bacon do.. 

Beef  and  pork bbls. . 

Butter lbs. . 

Cheese do. 

Fish bbls . 


9,839 

283,048 

390,835 

197.319 

190,258 

622,412 

4,108,694 

170 

235,272 

6,500 

149,400 

60,000 

5,000 

22 

2,836 

186,988 

412,986 

5,385 

68,731 

1,075,705 

1,724,070 

433,369 

3,164 

33,728 

82,883 

158,437 

6,753 

17,000 

779,877 

285,957 

9,415 

91,653 

16,557,672 

607,996 

411,620 

7,364,436 

6,000 

3,033,036 

23,221 


39,586,694 

10,367 

434,495 

399,571 

169 


Importi. 


36,000 

237,676 

39,M0 

144,030  r 
21,^1 


6,0001 

2,603,0 

424,8 

36,117,2 

140,4 

4,746,71 

34,987,71 
17,467,7 
4,« 
2004 

mi 

96,1 


2,132 
6,929,( 


8.  Doe.  112. 

STATEMENT— Continued. 


1M 


▲iticlM. 


Floui bbld. . 

Lard  and  lard  oil lbs. . 

Dried  beef do.. 

Tallow  and  candles do. . 

Brid( number. . 

Burr  and  mill  stones lbs. . 

Lime bushels. . 

Marble  . . .  .• lbs. . 

I  gtate  for  roofing do. . 

ftone perches. . 

1  Agricultural  implements . .' lbs . . 

jFumltui'e do. . 

loili  (excfpt  lard) galls. . 

IPaper  anci  books lbs. . 

do.. 

jricfl do. . 

-stone do. . 

Brimstone do. . 

misli  whiting do. . 

I()at«  cleared number. . 

|?aMcnger« miles  travelled . . 

ant  of  tolls  collected dollars. 


Export*. 


236,904 

6,995,628 

30,143 

366,509 

600 

8,600 

4,625 

6,276 


1,741 

21,401 

234,052 

24,299 

137,152 

961,005 

10,117,893 


4,826 

1,142,192 

208,933 


Impoiti. 


1,048 


346,396 
222,706 


1,217,600 

1,440,800 

11^6 

66,680 

447,103 

34,970 

1,087,093; 

20,711 

l,964,30a 

32,000 

1,760,600 

339,600 


2,787,  J  79 


It  must  be  remembered,  that  while  these  tables  embrace  all  articles 
nported  and  exported  on  the  State  works,  they  show  nothing  of  the 
iports  of  manufactures  or  receipts  of  goods  and  produce  by  the  Obio< 
Ver.  Pittsburg  has  virtually  a  canal  connexion  with  Cleveland  and' 
rie,  on  the  lake,  which  contributes  largely  to  her  trade,  and  opens  to 
K  iron  manufactures  the  lake  markets.  She  is  also  in  communication 
[ith  Cleveland  and  Chicago  by  railway.  But  her  river  commerce  is 
I  of  immense  value.  Some  idea  may  be  gained  of  its  magnitude 
1  the  fact  that,  during  the  year  1852,  no  less  than  sixty-nine  steam- 
I  were  constracted  at  that  point,  of  an  aggregate  of  15,000  tons,  or 
I  average  of  213  tons  each.  And  all  this  tonnage,  besides  that  built 
lotlier  points  below,  finds  sufficient  and  lucrative  employment;  if  not 
jllw  Pittsburg  trade  directly,  then  rt  points  below.      ^v-    r  m  ;-  y^^ 

LOUISVILLE,  KENTUCKY. 

Louisville  is  situated  on  the  southern  bank  of  the  Ohio  river,  near 
I  falls,  in  latitude  36^  3'  north,  and  longitnde  86    30'  west,  52  miles 
|in  Frankfort,  1,400  from  New  Orleans,  60U  from  St.  Louis,  660  fi'om 
sbuT)?  by  water,  and  696  from  Washington. 

^is  is  the  commercial  city  of  Kentucky,  and  one  of  the  five  great 
ices  in  the  valley  of  the  Mississippi.    Situated  at  the  Ms  of  the 


^rl. 


724 


S.  Doc.  112. 


Ohio — the  only  great  obstruction  in  a  navigation  ot  2,100  miles  from 
the  Alleghany  river  to  the  Gulf  of  Mexico^it  has,  in  this  very  circum- 
stance, some  great  commercial  advantages.     One  of  these  is,  that 
except  at  high  water,  which  occurs  but  at  short  periods,  the  largest 
class  of  steamboats  seldom  ascend  above  that  point.     It  is  also  natu- 
rally  the  mart  of  an  extensive  and  Icrtile  country  southwest  of  It,  am 
also  of  a  portion  of  Indiana  on  the  north.     The  country  immediaiel 
around  the  "  falls"  is  also  fertile,  supplying  an  abundance  of  marke 
products  for  a  large  population.    Its  growth  has  been  more  moderate 
than  that  of  Cincinnati  and  St.  Louis,  but  it  has  been  steady ;  and  the 
same  causes  which  resulted  in  its  rise  will  continue  to  operate  for 
centuiy  to  come.   The  following  are  the  most  important  statistics  of  this 
city:  , 

1.  Grojoth  and  population. 


Yean. 


••r«.' 


In  1800 
In  1810 
In  1820 
In  1830 
In  1840 
In  1850 


Population. 


600 

1,300 

4,000 

10,090 

21,000 

43,217 


Increment. 


700 

2,700 

6,090 

10,910 

22,217 


Ratio. 


115  percenL 
208  per  cent 
152"  per  cent.| 
109  per  ceDLl 
105  per  centl 


The  population  of  Louisville  (in  1852)  is  51,726,  showing  just  abflJ 
the  same  rate  of  increase — 10  per  cent,  per  annum.  In  1860,  at  tM 
rate,  Louisville  will  contain  about  90,000  inhabitants.  The  neijl 
boring  town  of  New  Albany  (Indiana)  is  quite  a  large  place, 
will,  doybtless,  continue  to  grow.  So,  also,  JefTersonville  (oppositij 
Louisville)  will  be  a  town  of  considerable  importance. 

2.  Commerce. 

In  Mr.  Casseday's  History  of  Louisville,  the  commercial  business(| 
Louisville  is  represented  thus : 

1.  Groceries. — The  principal  imports  of  Louisville,  in  groceries,  jt'cj 
were : 

Sugar ! 15,615  hhds. 

Molas.ses 17,500  bbls. 

Refined  sugar 10,100  p:icka«ij 

Coffee 42,500  bug?. 

Rice : 1,275  tierceil 

Cheese 25,250  boxes.  | 

Flour SO,G50  bbls. 

Salt 110,250  bbls. 

Salt,  Turk's  island 50,525  bags, 

Bagging 70,160  pieces 

Rope 65,350  coil*. 


S.  Doc.  112. 


735 


ion  ot  2,10<>  "I'les  rrom 
has,  in  this  very  circum- 
Onc  of  these  is,  that, 
ihort  periods,  the  largest 
It  point.     It  is  also  natu- 
ntry  southwest  of  it,  and 
rhe  country  immediately 
an  abundance  of  market 
i  has  been  more  moderate 
tias  been  steady ;  and  the 
continue  to  operate  for  a 
important  statistics  of  tlus 

ion,' 


700 

2,700 

6,090 

10,910 

22,217 


115  per  ceail 

208  per  centi 

,  152'  per  cenil 

109  per  cenil 

105  per  cenil 


s  51,726,  showing  just  abnitt 
,er  annum.  In  1860,attlii' 
0  inhabitants.  The  nei^ 
s  quite  a  large  place,  ai» 
ilso,  Jeflfersonville  (opposit^ 
le  importance. 


'f]ir  value  of  these  was  estimated  at  ten  million  $ix  hundred  thousand 
iollan- 

2.  Dri/ goo<b.---'The  aggregate  annual  sales  of  dry  goods  are  esti- 
mated !it  jUve  million  eight  hundred  and  ^/tif-fhrce  thousand  dollars. 

3.  Hardware,  fjuecnsware,  saddlery,  l^: — ^"The  aggregate  of  otHll-  sales 
of  merchiindise  amounts  to  three  million  eight  hundred  and  sixty-six  0toU' 
und  dollars. 

'  3.  Pork  business.  ■  ^ 

The  number  of  hogs  put  up  this  season  in  Louisville,  New  Albany, 
and  Jeflersonville,  round  the  "falls,"  is  estimated  at  275,000,  which 
shows  a  large  and  iiicreasing  business.   A  large  number  of  the  farmers  of 
Kentucky  drive  their  hogs  to  the  Louisville  market;  and,  in  the  last  two 
i  or  three  yerus,  the  business  has  been  extended. 


4. 


Steamboats  and  navigation. 

o 


*' 


Louisville  embarked  in  the  steamboat  business  at  a  very  early  day, 
land  still  employs  a  large  number  of  steam-vessels.  In  the  year  1851 
\{tiie  United  States  Steam  Report)  there  were  sixty-one  steam-vessels 
[registered  at  Louisville,  carrying  15,180  tons. 

A  large  number  of  steamboats  are  aimually  built  at  Louisville  and 
Hew  Albany. 

5.  Manvfactures. 

Louisville  is  a  commercial,  and  not  a  manufacturing  town.     Hence, 
Its  manut'actming  establishments  are  small  as  compared  with  Pittsburg 
ttd  Cincinnati.     Yet,  they  make,  in  the  aggregate,  a  large  amount. 
The  following  are  the  principal : 


>  the  commercial  business 

''  ^^^oundiies 

„  •-.  fci^Boap  and  candles  . . 
Louisville,  m  groceries,  «g^„g 

^^jreweries  .....-.• 
15,615  hhds.  M^i^^^  .,^^{  '^^^i]  [ , 

17,500  bl)k»i,j,-     

10,100  p;icka«ggj  ^^^^j  ^1^^^  jj^jq^ 

42,500  bugs,  ■urniture 

1,275  tierces.pj^gg 
25,250  boxes. 
50,650  bbls.  ^ppr 
110,250  bbls.  Kpe.... 
50,525  bags.  ■jbaccoV&c 

70,100  pieces-^ather.... 
65,350  coi' 


Number. 


I'J 
6 
3 
6 
3 

45 

e 

25 
1 
3 
1 
11 
82 
9 


930 
59 

120 
30 

135 

1,157 

47 

44G 
50 
16 
36 

166 

1,050 

64 


Product. 


$1,392,200 
409,000 
184,000 
108,600 
173,500 
941,500 
283,800 
638,000 
50,000 
140,000 
113,000 
460,000 
1,347,500 
176,000 


V] 


y-  n 


mil 


796 


a  Doc.  112. 


14  ■  ' 


I    ■ 


The  manufactures  of  Louisville  (exclusive  of  mere  mechanical  labor\ 
probably  amount  in  value  to  six  million*  of  dollars  per  annum— cer* 
tainly  a  very  good  foundation  for  more  extensive  operations. 

#  6.   Railroads. 

Louisville  will,  in  the  course  of  two  or  three  jears,  have  an  exten. 
sive  system  of  railways.     The  principal  lines  will  be  as  follows,  viz: 

1.  Lexington  and  Louisville  railroad,  finished ;  and  will  connect  at 
Lexington  with  numerous  other  lines. 

2.  Louisville  and  Nashville  line.  This  will  connect  her  with  the 
entire  net-work  of  southern  railroads. 

3.  Louisville  and  Cincinnati  railroad;  which  will  connect  her  with 
all  the  northeastern  railroads. 

4.  Jeffersonville  and  Columbus  line ;  which  will  connect  at  Indian- 
apolis  with  all  the  northern,  Indiana,  and  Michigan  lines. 

6.  New  Albany,  Salem,  and  Michigan  city  line.  This  will  connect, 
at  Orleans,  with  the  Ohio  and  Mississippi  railroad,  and  thus  mnke  a 
continuous  line  to  St.  Louis,  and  will  be  continued  north  to  Michigan 
city  and  Chicago,  Illinois. 

These  railroads,  when  completed,  will  connect  Louisville  with  the 
most  distant  parts  of  the  Union,  and  enable  her  to  avail  hersilf  of  her  I 
great  commercial  advantages. 

Louisville  is  situated  in  the  centre  of  a  large  district  of  level ; 
rich  land.     Its  site  for  building  is  almost  indefinite.     Provisions  are  I 
cheap;  and  its  position  for  commerce  one  of  the  best  in  the  interior  of 
the  United  States.    Its  growth  is  not  so  rapid  as  that  of  8on)e  places, 
but  is  very  uniform ;   so  that  the  growth  in  future  may  be  very  cer- 
tainly counted  upon  at  the  same  rate.     Allowing  for  some  decrease  in  i 
the  ratio  of  growth,  and  it  will  probably,  in  half  a  century,  have  half| 
a  million  of  inhabitants. 

A  statement  recently  published  shows  that  there  are  navigating  the  I 
Ohio  and  Mississippi  rivers  an  .aggregate  of  969  steamers,  measuring  I 
60,792  tons,  and  which  are  valued  at  $3,895,000,  that  can  paa 
through  the  present  locks  in  the  canal  around  the  rapids  at  Louisville.! 
There  are  also  navigating  the  same  riveis  76  steamers,  measuring 
48,062  tons,  and  valued  at  $3,714,000,  which  are  too  large  top 
through  those  locks,  and  therefore  cannot  participate  in  the  trade  ol  tlie| 
upper  Ohio,  being  nearly  one-half  the  valuation  of  the  steam  stock  | 
engaged  on  those  waters. 

Valuation,  in  1850,  of  the  cities  named. 


ht.  Louis. 
Cincinnati 
Louisville. 


Estimated. 


$27,968,833 
41,848,636 
81,533,904 


True. 


$50,000,0 
49,310,93«| 
31,633,904 


S.  Doc.  112. 


787 


3S' 


ch  will  connect  her  with 


ST.   LOUIS,   MISSOURI. 

Lying  upon  the  bank  of  the  finest  river  on  the  continent,  in  latitude 
P  37'  2S''  north,  and  longitude  90°  16'  30"  west  from  Greenwich, 
and  backed  by  untold  acres  of  lands,  rich  in  all  the  elements  of  agri- 
culture, forests,  and  mines,  which  may  be  made  tributary  to  her  com- 
Dierce,  St.  Louis  is  entitled  to  important  consideration  in  the  investiga- 
tion of  commercial  affairs  on  the  western  rivers.     Having  already 
reached  an  enviable  position  among  her  sister  cities,  she  is  looking 
westward  with  a  system  of  railways  intended   not  only  to  bring 
all  the  nch  agricultural  and  mineral  treasures  of  the  Missouri  basin 
into  her  markets,  but  event uiUly  to  extend  beyond  the  Rocky  ridge  to 
the  valley  of  the  Great  Salt  lake,  and  still  further  onward  to  the  golden 
shores  of  the  Pacific  ocean.     Though  these  ultimate  results  are  some 
years  distant,  yet  a  glance  at  the  accompanying  map  will  satisfy  any 
one  that  a  full  development  of  the  immense  resources  of  that  portion 
of  the  Mississippi  valley  north  and  west  of  St.  Louis,  and  most  or  which 
has  not  as  yet  been  reduced  to  the  first  stages  of  culture,  but  must  sooner 
or  later  pay  its  tribute  to  the  trade  and  commerce  of  St.  Louis,  will  be 
sufficient  to  gratify  the  most  sanguine  expectations  of  those  engaged  in 
pushing  forward  the  improvements  tending  to  such  an  end.     Whether 
these  railways  are  extended  beyond  the  Rocky  mountains  or  not,  there- 
fore, there  is  a  territory  belonging  to  the  great  valley  which  can  scarcely 
void  becoming  tributary  to  the  business  of  this  city,  much  larger  and 
lore  prolific  of  all  the  elements  of  wealth  than  can  be  found  adjacent 
any  other  city  in  the  West.     This  fact  alone  is  decisive  of  the  future 
eatness  of  St.  Louis,  provided  she  puts  forth  her  energies  towards 
e  progress  of  the  means  f6r  the  exhumation  of  the  resources  of  this 
ountry.    Her  connexions  with  eastern  cities,  through  Cincinnati  and 
hicago,  are  already  decided  upon  and  secured  beyond  contingency, 
will  be  seen  by  reference  to  the  description  of  canals  and  railways. 
This  is  now  one  of  the  most  important  of  the  river-ports.    Surrounded 
ly  an  extensive  back  country  of  unsurpassed  fertility,  well  watered 
id  endowed  with  all  the  advantages  requisite  to  support  a  dense  and 
riving  population,  St.  Louis  bids  fair  to  become,  at  no  distant  day, 
of  the  first  cities  in  the  United  States  in  point  of  population  and 
ommercial  wealth.    It  is  situated  on  the  western  shore  of  the  Missis- 
ippi  river,  ohout  196  miles  above  the  mouth  of  the  Ohio,  20  miles  be- 
iw  the  mouth  of 4he  Missouri,  its  principal  affluent,  and  40  miles 
low  that  of  the  Illinois.    Still  further  northward  the  Fever,  the  Wis- 
insin,  and  other  rivers  from  the  country  eastward,   and  the   Des 
loines  ai.d  Iowa,  with  some  less  notable  streams  from  the  west,  fall 
ito  the  Mississippi,  conveying  the  rich  products  of  the  extensive 
rairie  lands  on  their  borders  to   the  markets  of  St.  Louis.     Here 
ifcse  products  are  usually  exchanged  for  merchandise  and  supplies 
pessary  to  the  settlement  and  subsisterice  of  a  new  country.    Many 
s  are  also  brought  down  these  various  streams  to  St.  Louis,  and  ex- 
iged  for  the  gootls  and  supplies  which  constitute  the  stock  in  trade 
the  western  trapper  and  the  Indian  trader.    Above  that  city  these 
ers  are  navigable  only  by  the  lighter  draught  or  smaller  class  of 
ts,  while  below  it  the  large  and  splendid  New  Orleans  packets  find 
ir  rapidly  increasing  trade.    These  facts  involve  the  necessity  of  a 


h'' 


i 


.i  '  t 


■^f  «. 


m 


ii 


mi 


1.^ 


788 


S.  Doc.  112. 


transhipmont  of  almost  the  entire  bulk  of  produce  nnd  mcnjiimdise  nr. 
riving  at  8l.  Louis,  and  intendcul  for  poinlH  either  uhove  or  hclow  tlmt 
city,  before  it  can  proceed  to  its  destination;  and  St.  Louis  is  thus  (on. 
•tituted  the  great  receiving  an<l  distribniincf  depot  for  fdl  the  uptxr 
country  of  the  Mississippi  and  Missouri  basins.  To  the  vastnrs.s  i,\ 
tliis  country,  therefore,  the  immense  fertility  of  its  soil,  and  its  rid, 
mineral  resources,  inducing  an  inexhaustible  tide  of  iiiiinigration,  dotj 
St.  Louis  owe  her  late  rapid  growth  in  population  and  prosperity. 

The  city  is  one  of  the  oldest  French  triiding  anc'  military  posts  iritlie 
Mississippi  valley,  and  has  been  looked  upon  for  many  ye«r«  as  ijip 
key  to  the  great  territory  to  which  we  have  referred;  but,  until  the  last 
twenty  years,  its  progress  was  very  slow.  In  1S40  it  could  claim  I)ut 
16,469  mhabitants,  whereas  in  1850  it  numbered  a  population  of  no 
less  than  82,744  souls,  showing  an  increase  of  66,000  souls,  anfl  an 
average  rate  of  duplication  once  in  four  years.  She  has,  uionjovir, 
grown  much  more  rapidly  during  the  last  ten  years  than  at  any  iijrmcr 

Jieriod.  Thus,  in  1800,  St.  Louis  had  2,000  inhabitants.  Durinq  the 
ast  60  years  her  population  has  been  doubled  once  in  9 J  years;  durinj 
the  last  40,  once  m  9;  the  last  30,  once  in  7;  the  last  20,  once  inoj 
and  the  last  ten,  once  in  every  4  years.  Such  has  been  the  almost  un- 
precedented  growth  of  St.  Louis  from  natural  causes.  What,  then,  mav 
not  be  expected  as  the  result  of  the  construction  of  her  numerous  rail- 
ways  now  in  progress  or  projected,  in  connexion  with  her  natural  ad- 
vantages? The  opening  of  these  artificifd  routes  will  give  her  ea^y 
access  to  numerous  deposites  of  lead,  iron,  coal,  and  copper  ores, 
within  a  circuit  of  90  miles,  equal  to  the  wants  of  the  whole  Missij. 
gippi  valley  for  centuries,  which  have  not,  to  this  time,  been  brought  to 
use.     The  lack  of  necessary  means  of  transportation  has  heretotbre 

Erecluded  the  successfiil  working  of  these  numerous  mines,  though  they 
ave  been  known  to  exist  in  richness  rarely  if  ever  excelled.  The 
completion  of  the  "Pacific,"  the  "Hannibal  and  St.  Joseph,"  the 
"  St.  Louis  and  North  Missouri,"  and  other  projected  railways,  which 
is  now  determined,  will  open  easy  communication  with  these  mineral 
regions,  besides  developing  the  resources  of  large  t  racts  of  country 
second  to  nor\e  other  in  agricultural  richness.  Owing  to  these  promising 
natural  features,  the  hidden  wealth  of  which  will  be  brought  to  liglit 
and  rendered  available  through  these  stupendous  lines  of  internal  in)- 
provement,  the  people  of  St.  Louis  confidently  aqfcicipate  a  continu- 
ation of  their  present  rate  of  increase  during  the  next  ten  years,  whea 
her  capacity  will  be  equal  to  the  support  of  nearly  600,000  inhabitant;!, 
when  her  mines  may  vie  with  those  of  Sweden  and  Great  Britain,  aal 
her  manufactures  and  agriculturiil  productions,  her  railway  and  river  I 
tonnage,  and  her  aggregate  commerce,  may  not  be  exceeded  by  those 
of  any  other  region  of  the  world. 

A.  more  detailed  account  of  ihe  diflferent  lines  of  public  improvement 
in  progress  will  be  found  under  the  proper  head,  in  another  part  of  I 
this  report,  and  their  situation  may  be  ascertained  by  reference  to  the  [ 
accompanying  railway  map. 

The  following  tables,  compiled  from  annual  statements,  will  exhihit 
something  of  the  growth  and  character  of  the  conunerce  of  St.  Lou;i| 
during  a  term  of  yeeu-s. 


''-■HJi..  __ 


S.  Doc.  112. 


729 


cc  nnd  mcrdiiimliso  ar- 
lor  iihovc  or  Ixldw  thm 
(I  8t.  Louis  is  thus  con. 
Irpot  tor  fill  the  upi^r 
s.     To  the  viistnpsH  o| 
(f  its  soil,  niid  its  rich 
1p  of  immigration,  doij 
Ion  and  prosperity, 
nni'  military  posts  in  tlie 
for  many  yt'ors  as  tlic 
cn'cd;  but,  until  the  last 
1840  it  could  claim  l)ui 
ered  a  population  of  no 
of  06,000  souls,  and  an 
,rs.     She  has,  moreovtr, 
years  than  at  any  formor 
inhabitants.     During  the 
once  in  9 J  years;  during 
' ;  the  last  20,  once  in  oj 
1  has  been  the  almost  un- 
causes.  What,  then,  mav 
ion  of  her  numerous  riiil- 
;ion  with  her  natural  ad- 
routes  will  give  her  easy 
coal,  and  copper  ores, 
rants  of  the  whole  Missis- 
this  time,  been  brought  to 
isportation  has  heretofore 
nerous  mines,  though  they 
y  if  ever  excelled.    The 
»al  and  St.  Joseph,"  the 
projected  railways,  which 
cation  with  these  mineral 
large  t  racts  of  country 
Owing  to  these  promising 
will  be  brought  to  light 
dous  lines  of  internal  ira- 
sntly  an^cipate  a  continu- 
-  the  next  ten  years,  when 
[early  500,000  inhabitant*, 
en  and  Great  Britain,  a»l 
ons,  her  railway  and  nvei 
not  be  exceeded  by  those 

nes  of  pubhc  improvement 
r  head,  in  another  part  j^ 
tained  by  reference  to  the 


Cmjnratke  stntemcnt  nf  tome  of  the  prinrljHil  nrtickt  landed  at  St.  Louis 
during  six  ymr» — ending  Dccimber  31,  1852. 


ArtiHw. 

ia'.i. 

1850.     1       1849. 

1848. 

1847. 

1846. 

^y^it biixh.. 

(Tyiif bbls.. 

(•„m  bush . . 

1,700,708 
793,  H92 

1,840,909 
794,421 
101,674 

103,013 

760,  H)9 

147 

216,93:1 

46, 2r»o 

65,  :i66 

503,  .'i71 

10, 371 

5,640 

8,«'2 

90,730 

47,991 

29,276 

20, 854 

15,833 

101,904 

40,231 

14,465 

37,743 

14,45U 

16,701 

1,564 

6,629 

16,280 

7,805 

1,265 

1,792,074 
292,718 
96H,  028 
697, 4;« 

69, 488 
2, 9(5!) 

1,792,5:G 
:W)6,4I2 

:jo5.  :wj 

252, 2SU 
46,263 

2,194,789 
:W7,314 

6i.»!>,  vm 

243,700 

65,502 

2, 4;W,  377 

3()H,  .VW 

l,0Us3l8 

202,  :«i5 
57, 380 

i,8:i8,9ati 

220,457 

688,645> 

95,612 

10, 150 

Birley.&P d"-- 

Pork oaMksi&tcs. 

Pork  . . .  lioxoH  &  bbls. 
Pork,  bulk pieces. 

101,762 
449,556 

13,862 

97,642 

43,692 

48,981 

Pork. bulk  ....toDS.. 

uJt socks. 

261,230 

19,158 

60, 8<)2 

573, 502 

9, 055 

2,.'J86 

6,049 

94,228 

25,9.-j9 

25,796 

5,034 

11,328 

73,673 

29,518 

61,535 

17,925 

11,549 

30,035 

1,320 

49,321 

14,676 

4,316 

283 

291,709 
23, 553 
46,290 

590,293 
9, 879 
10, 867 
12, 336 
68, 9()2 
29, 085 
26, 501 

\      7,348 

67,353 
29,214 
58,279 
15,801 
18,845 
16,280 
3,245 

204,741 

:W,  809 

47,270 

705, 718 

9,014 

9,369 

7,806 

62,097 

29,758 

26,116 

14,812 

78,842 
21,943 
67,339 

6,579 
14, 180 
29,423 

6,622 

KKi,  302 
41,380 
72,222 

749, 128 
11,015 
5,7:<5 
4,720 
71,877 
22,239 
12, 671 

20,111 

77,767 

21,554 

32,021 

2, 150 

8,595 

14,425 

1,289 

177,724 

58. 948 

.;..,85» 

730, 829 

8,588 

f^\H  bbls.. 

Htmp bales. 

Lend pi««-- 

Tob«cco hhds. 

Ilwf.....tc8.&  casks. 

Prtf bbls.. 

Hidw lbs... 

WiKkey bbls.. 

Buiiar hhds. 

gagar bbls.. 

(tiutar boxes. 

Coffee sacks. 

UoImki bbls.. 

Lard do... 

Ijrd tierces. 

1,71ft 
63,39»V 

29, 882 
11,603 

5,752 

65, 128 
14,996 
26,462 

jsrd kegs.. 

lacon....  casks  &tc8. 

lacoD boxes. 

lacoB pieces. 

lUfflbcr M  feet . 

14,7:)0 

11,803 

1,048 

24, 188 
7,3:J4 
1,290 

22,137 

15,851 
2,598 

16,017 

13,098 

2,817 

hin^iei M... 

Ovp  jnd  above  the  articles  here  enumerated  there  are  mentioned 
nme  iifty-one  others,  including  nearly  all  articles  of  produce  and 
merchandise  prominent  in  the  trade  and  productions  of  the  West.  The 
hove,  however,  have  been  selected  as  showing  the  bulk  of  the  com- 
Berce  of  the  river  at  this  point. 

Below  are  presented  tables  exhibiting  the  number  and  tonnage  of 
Its  arriving  at  St.  Louis  in  the  prosecution  of  this  trade  during  a 
pes  of  five  years : ' 


lal  statements,  will 

;he  commerce  of  St.Louii 


Whence. 

1851. 

1850. 

1849. 

1848. 

1847. 

!W  Orleans 

lio  river 

300 
457 
634 
639 
301 
119 
175 

301 
493 
788 
635 
390 
75 
215 

313 

406 
686 
806 
355 
122 
217 

446 
429 
690 
697 
327 
194 
396 

502 
430 

inois  river 

)per  Mississippi.  ^ 

ssouri  river 

liro 

658 
717 
314 
146 

her  points 

204 

Total  number . . . 

2,625 

2,907 

2,905 

3,179 

2,969 

:^ 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


A<if 


4^ 


^ 


<ie 


1.0 


I.I 


■u 

Ki 
lit 


US,    12.0 


u& 


11:25  H  U  ij^ 

^ 

6" 

► 

72 


/ 


^w  J 


^'^ 

*> 


Photographic 

Sciences 

Corporation 


23  WIST  MAIN  STRUT 

WRBSTH.N.Y.  14SI0 

(716)  872-4S03 


a>^ 


\^ 


5V 


<^ 


780 


S.  Doc.  112. 


Tonnage  of  steamboats  and  barges  was,  in  1650 681,25$ 

Do do do do 1851 683,140 

Wharfage  collected  in  1850 $41,19$ 

Do do 1851 48,156 

Showitag,  that  whUe  the  number  of  arrivals  has  fallen  off,  the  1o«j;  ij  j 
more  than  compensated  by  the  enlarged  capacity  of  the  boats,  as  ex« 
hibited  by  the  increase  of  tonnage. 

The  foreign  commerce  of  St.  Louis,  consisting  of  importations,  u  ai  { 
follows:  • 

Sugar  and  molasses 1289,75}  I 

Hardware,  &c 133,401 

Railroad  iron 100,311 

Earthenware 9$,78( 

Tin  plates,  tin,  copper,  iron,  Sec 81,48) 

Dry  goods  and  fancy  goods 24,387 


Brandy,  wines,  gin,  &c 
Burr-stones 


Drugs *. 


Total. 


24,712 

2,618| 


Amount  of  hospital  money  collected  at  the  same  port. 


Amount  of  duties  collected 

Hospital  money  expended  in  relief  to  sick  &  disabled  boatmen        3,441] 

No  estimate  of  the  total  value  of  the  commerce  of  St.  Louis  M 

1851  has  been  made,  nor,  indeed,  would  it  be  an  easy  task  to  prepaitl 

such  with  any  degree  of  accuracy.    Enough,  however,  is  here  showgl 

to  exhibit  the  importance  which  it  must  soon  attain,  and  the  power  wa 

influence  it  will  ultimately  exert  on  the  commerce  of  the  Atlantic  cides.! 

NoTB. — St.  Louis  and  Cincinnati,  as  already  noticed,  are  being  connected  by  the  Ohio  nil 
Mississippi  railroad.    This  road  li  all  under  contract,  and  crosies  the  Wabash  river  at  y»| 
eennes.    From  this  point  a  railroad  Is  nnder  contract  to  ETansrille,  and  finished  from  En 
Tille  to  White  river,  alwut  tliirty>six  miles;  the  whole  will  be  completed  the  present  jei 
Henderson,  in  Kentucky,  is  on  the  Ohio  rtver,  twelre  miles  below  Evansville.   Fromt 
point  a  railroad  has  been  snrreyed  through  the  State  ot  KenMcky,  passing  MadisonTille, : 
kinsville,  and  Trenton,  striking  the  Tennessee  State  line  about  tweWe  miles  north  of  Cli 
Tille,  and  the  whole  distance  in  Kentucky  is  about  ninety  miles ;  and  sufficient  funds  bavs  I 
subscribed  to  grade,  culvert,  and  bridge  it.    Henderson  Is  at  a  point  about  central  to  Mf 
tiou  of  the  great  Illintrfs  coal  field  lying  south  of  the  Ohio  river.    This  road  passes  oTertI 
ooal  beds  for  about  fifty  miles.  The  best  workable  vein,  near  Madisonville,  is  6)  feet  thiek,  | 
roofing  and  drainage;  and  tlie  mines  are  so  situated,  that  the  coal  cars,  when  ladea,  viDi 
scend  with  grades  on  lateral  roads  of  about  thirty  feet  per  mile ;  and  the  coal  can  be  ck 
on  a  good  road  for  about  one  cent  a  ton  per  mile.    The  citizens  of  Nashville  and  tbe  countjij 
Davidson  are  now  deeply  Interested  in  securing  the  stock  to  connect  the  residue  of  tin  f 
tance  in  Tennessee,  about  fifty  miles ;  and  the  Kentucky  and  Edgefield  company  bare  t ' 
$205,000  of  the  stock.    This  road  will  secure  to  Nashville  her  fuel  at  the  cheapest  rat«,  i 
open  a  direct  communication  between  the  southeast  Atlantic  sea-board  from  Florida  tod 
Capes  of  Virginia ;  and  as  it  starts  at  Henderson,  opposite  tbe  centre  of  the  great  Wabaih « 
ley,  from  which  the  States  of  South  Carolina,  Oeorgia,  Eut  and  ^st  Florida,  now  get  t' 
supplies  by  way  of  New  Orleans  and  the  guU^  this  communication  tnll  supply  all  the  nort' 
portions  of  those  States  with  all  their  breadstufl"!,  stock,  Ae.,  at  about  as  cheap  a  rate  «J 
can  be  done  when  the  articles  arrive  at  Charleston  or  Savannah,  so  fiir  as  carrying  is  conwn 
and  the  road  must,  necessarily,  be  one  of  the  greatest  thoroughfares  in  the  United  f 
embracing,  as  it  does,  every  variety  of  clinutte  and  agricultural  production,  and  tbe  ihort 
oonmiunication  to  the  seacoast;  and  the  attention  of  the  public  is  now  being  anziuusljtu' 
to  this  great  work.    The  country  over  which  It  passe*  is  nearly  "  champagne"  m  Keoti 
and  all  highly  agricuUund. 


S.  Doe.  112. 


ISl 


ing  of  importations,  is  m 


1.  &c„  at  about  as  cheap  a reteiM 
un«b,  w  fiir  a«  carrying  wooncffl* 

thoroughfare,  in  the  Umted J 

cultural  production,  «»*  tne « 

fpubUc  I.  now  being  "J^r'^y '^ 

b  nearly  "  champagne"  m  neim 


STEAM  MABUIB   OF  THE   INTERIOR,     v 

As  the  rivers  of  the  great  valley  west  of  the  Alleghany  ridge— the 
iMississippi  and  its  tributaries— constitute  the  most  important  portion  of 
river  navigation,  a  full  report  of  the  business  transacted  upon  those 
ters  is  very  desirable,  especially  in  this  connexion;  as  it  would  show 
J  only  the  relative  value  of  the  commerce  of  the  rivers,  as  comparrd 
ffith  that  of  the  lakes,  but  also  the  exchanges  among  the  several  difler- 
Dt  points  upon  the  rivers.  Regrets  have  before  l^en  expressed  that 
jiums  have  only  been  received  from  a  few  of  the  more  important  river 
pities  in  detail.  It  is  thought  best,  however,  to  state  the  amount  of  ton- 
employed  in  that  tcaJde,  as  the  best  means  at  hand  of  submitting 
oper  approximate  statements  of  the  commerce  of  the  great  rivers, 
character  of  the  trade,  and  the  principal  articles  of  produce 
itering  into  it,  will  be  sufficiently  shown  by  the  detailed  state- 
ents  of  the  conmierce  of  the  largest  cities.  This  trade  has  long  been 
nsidered  of  the  highest  imi)ortance  by  our  most  distinguished  states- 
in,  who  foresaw  the  necessity  of  making  provisions  for  its  prospect- 
I  augmentation,  as  well  as  by  the  highest  of  commercial  authorities 
bo  have  ever  advocated  a  liberal  policy  of  internal  improvements,  and 
so  by  private  individuals  engaged  in  commercial  affairs. 
I  Mr.  Calhoun,  in  his  able  report  to  the  Memphis  convention,  con- 
ned for  the  purpose  of  considering  the  valuable  interests  involved, 
ounting  to  more  than  three  hundred  millions,  and  to  concert  meas- 
8  for  improving  the  navigation  of  the  "western  waters,"  says: 
Looking  beyond,  to  a  not  very  distant  future,  when  this  immense 
illey— containing  within  its  limits  one  million  two  hundred  thousand 
me  miles,  lying,  in  its  whole  extent,  in  the  temperate  zone,  and 
cupying  a  position  midway  between  the  Atlantic  and  Pacific  oceans, 
equalled  in  fertility  and  the  diversity  of  its  productions,  intersected 
[the  mighty  stream,  including  its  tributaries,  by  which  it  is  drained, 
1  which  supply  a  continuous  navigation  of  upwards  of  ten  thousand 
leg,  with  a  coast,  including  both  banks,  of  twice  that  length — shall 
Iciowded  with  population,  and  its  resources  fully  developed,  imasi- 
lion  itself  is  taxed  in  the  attempt  to  realize  the  magnitude  of  its 
nerce." 
riie  trade  on  the  Mississippi  and  its  tributaries  is  now  a  matter  of 
at  public  concern.  By  its  rapid  advance  and  its  great  future  it 
(13  equal  notice  with  the  foreign  trade  and  the  trade  of  the  lakes, 
I  perhaps  more  than  either  as  one  of  the  main  sources  of  the  wealth 
he  confederacy. 

The  following  remarks  from  De  Bow's  Review  show  the  interest  that 

bit  in  this  matter :  "  The  free  and  uninterrupted  navigation  of  these 

kt  inland  waters  must,  of  course,  be  a  matter  of  prime  interest  to 

Icountiy.    They  are  to  the  populous  nations  on  their  banks  as  the 

pn  itself,  over  which  commerce,  not  kings,  presides.    No  construc- 

jof  State  powers,  as  contradistinguished  from  Federal,  can  exclude 

arteries  of  trade  from  the  pale  of  government  regard  and  protec- 

They  are  points  of  national  concern.    No  State,  nor  alliance  of 

|e8,  can  apply  the  remedies  which  their  exigencies  require.    No 

ow  views  of  economy,  no  prospective  expenditure,  however  vastf 


mil 


732 


S.  Doc.  112. 


could  be  allowed  to  deter  the  legislature  of  the  Union  from  approachintl 
the  solemn  act  of  duty  which  is  involved  here."  ! 

The  following  resolutions  were,  with  others-,  adopted  by  the  MemJ 
phis  convention :  I 

*•  That  safe  communication  between  the  Gulf  of  Mexico  and  tliel 
interior,  ufTorded  by  the  navigation  of  the  Mississippi  and  Ohio  riverj,! 
and  their  principal .  tributaries,  is  indispensable  to  the  defence  of  thej 
country  in  time  of  war,  and  essential  also  to  its  commerce. 

"  That  the  improvement  and  preservation  of  the  navigation  oft 
great  rivers  are  objects  as  strictly  national  as  any  other  preparation  fori 
the  defence  of  the  country ;  and  that  such  improvements  are  deeniedl 
by  this  convention  impracticable  by  the  States  or  individual  enterprise^j 
and  call  for  the  appropriation  of  money  for  the  same  by  the  genei 
government." 

The  following  statements,  compiled  chiefly  from  a  valuable  audi 
useful  report,  already  referred  to,  on  the  steam  marine  of  the  inlai 
waters,  are  presented  here  to  exhibit  the  necessity  for  secure  InlaL 
navigation,  and  as  having  a  special  bearing  on  the  trade  of  the  Missis. 
sippi  valley  and  the  St.  Lawrence  basin : 

"The  order  in  wliich  the  several  collection  districts  on  the  lakes  i 
rivers  of  the  interior  are  shown,  commences  on  Lake  Ghamplain,  froi 
which  it  extends  up  the  St.  Lawrence  river  and  Lake  Ontario  ti  tin 
Niagara  river;  thence  up  Lake  Erie,  the  Detroit  river,  and  Lake  HJ 
ron,  to  Michilimackinac ;  thence  up  Lake  Michigan  to  Chicago;  thenaj 
across  the  Mississippi  river,  and  down  that  stream  to  New  Orleansj 
thus  extending,  on  a  natural  line  of  interior  navigation,  which  hasbiT 
two  slight  inteiTuptions,  from  the  waters  of  the  Gulf  of  St.  Lawrem 
to  those  of  the  Gulf  of  Mexico,  a  distancejof  not  less  than  2,850  railej 
ujwn  which  is  employed,  for  purposes  of  trade  and  travel,  a  steam  ton 
nage  of  69,166  tons.*  The  Ohio  basin  forms  of  itself  a  cross-sectii^ 
some  1,100  miles  in  length,  embracing  simply  the  districts  on  that  ri?i 
and  its  tributaries. 

"  Immediately  west  of  Lake  Superior  lies  the  Minnesota  district,  w^ 
a  collector  at  Pembina,  on  the  line  between  our  own  and  the  Briiii 
possessions,  and  a  deputy  at  St.  Paul,  on  the  Mississippi,  within  tl 
Territory  of  Minnesota.    This  is  a  new  district,  and  steamboats  ei 
ployed  on  its  waters  have  hitherto  been  enrolled  at  St.  Louis.    Duiij 
the  years  1850  and  1851,  three  or  four  good  steamers  ran  regularly  l 
tween  St.  Louis  and  St.  Paul,  and  Fort  Snelling,  two  of  which  i 
several  large  pleasure  parties  almost  two  hundred  miles  up  the  Mini 
sota  (St.  Peter's)  river.     A  small  boat  (the  only  one  yet  built  in  i 
Territory)  has  been  running  the  past  year  above  the  falls  of  StJ 
thony,  1,700  miles  from  the  mouth  of  the  Mississippi.    Steamers  j 
earlier  and  later  on  the  waters  of  Minnesota  than  on  those  oftheregij 
of  the  northern  lakes,  in  the  same  latitude. 

"Following  the  water-flow  south  from  the  Minnesota  district,  were; 


"This  distance  ia  traced  from  Montreal  to  Lewiston  on  the  regular  line  of  Bteamboiti 
gation;  thcDce  by  land  (the  first  interruption)  to  Buffalo;  thence  on  the  regular  liue  of  a 
boat  navigation  to  Chicago;  thence  by  the  Illinois  and  Michigan  canal,  (the  second  inter 
tioD,)  and  the  Illinois  rirer,  to  the  Mississippi;  and  by  that  river  to  the  Gulf. 


^. 


e  Union  from  approachiDfl 

e." 

rs-,  adopted  by  the  Mem- 

Gulf  of  Mexico  and  tlxl 
ississippi  and  Ohio  rivers,! 
ih\e  to  the  defence  of  tln| 
,  its  commerce.  I 

of  the  navigation  of  those! 
s  any  other  preparation  tbrl 
improvements  are  deemed! 
es  or  individual  enterprisej,! 
r  the  same  by  the  gen 


S.  Doc.  112. 

Le  Gulf  of  Mexico  by  the  Mississippi  river,  along  which  another  inie- 
i  ■  J.  jection  may  be  constructed,  to  show  separately  the  strength  of  that 
division  of  our  steam-marine.     This  section  presents  the  Ibllowing  re- 

Isults: 

'     Steatn-narine  of  the  Missusijtpi  Valley. 


m  districts  on  the  lakes  ( 
s  on  Lake  Ohamplain,  froi 
3r  and  Lake  Ontario  titl 
)etroit  river,  and  Lake  Hii| 
klichigan  to  Chicago;  thena 
at  stream  to  New  OrleamJ 
ir  navigation,  which  has  bf 
)f  the  Gulf  of  St.  Lawren 
of  not  less  than  2,850  mill 
trade  and  travel,  a  steam  toi 
)rms  of  itself  a  cross-sectioi 
iply  the  distrlfcts  on  thatriTi 

s  the  Minnesota  district,! 
sen  our  own  and  the  Britii 
in  the  Mississippi,  within  tl 
district,  and  steamboats  ed 
iroUed  at  St.  Louis.  Dura| 
od  steamers  ran  regularly! 
Snelling,  two  of  which  f 
hundred  miles  up  the  Mini 
the  only  one  yet  built  in  i 
;ar  above  the  falls  of  StJ 
le  Mississippi.  Steamers  r 
rtathanon  those  of  the  reg 

Minnesota  district,  we  re! 


h  on  the  regular  line  of  Bteambo«« 
Jo;  thence  on  the  regular  line 01 « 

Michigan  canid,  (the  second  intei 

that  river  to  the  Gulf. 


IMstricts. 


No.  of 
steamen. 


Ifinnesota*.. 
lint  Louis.. 

femphis 

[icksburg .  -  - 

latchezt 

lew  Orleans. 


131 
3 
6 


Total 


113 


Tonnage. 


Ton»l(9M$. 


31,833  92 
450  00 

937  87 


34,736  00 


253 


67,967  84 


No.  of  officers, 
crewN,  Hlh. 


2,340 

15 

101 


Psuengo 


367,793 
34,000 
46,800 


3,958      434,000 


6,414      882,593 


*New  district.  tNo  enrolment. 

Steam-marine  of  the  Ohio  basin. 


Districts. 


No.  of 

steamers. 


Ittsburg 

[hi'eling  . . . 

Qcinnati . . . 
buisville  — . 
few  Albany* 
Vansville* . . 

shville 


Total 


112 
46 

111 
61 


18 


348 


Tonnage. 


TomifQUthB. 
16,942  68 

7,190  67 
24,709  07 
15,180  66 


No.  of  ofHpors, 
crews,  &c. 


Passengen. 


2,588      466,061 

651      243,170 

2,789  12,460,796 

1,913      270,000 


3,578  13 


397  I      24,340 


67,601  31 


8,338   3,404,967 


*New  districts. 

("By  a  summary  of  aggregates,  it  appears  that  the  entire  strength  of 
!  steam-marine  of  the  lakes  and  rivers  of  the  interior  i.s  coiupriscd  in 
vessels,  measuring  204,725:}!  tons,  and  employing  17,607  persons 

lofficers,  crews,  &c.     Of  this  aggregate,  603  fire  ordinary  steamers, 
pasuring  184,262^  tons,  and  employing  16,576  persons ;  62  are  pro- 

jllers,  measuring  15,729|^  tons,  and  employing  817  persons  ;•  and 
I  are  ferry-boats,  measuring  4,733f?-  tons,  and  employing  214  per- 
ils. Of  the  lake  steamers,  56  of  the  ordinary,  and  uU  but  two  of 
!  propellers,  are  moved  by  high-pressure  engines,  arid  48  of  the  or- 


Vi'-i\ 


f !  f 


If 


f  * 


1  - 

\r-  - 


784 


S.  Doc.  112. 


dinary  by  low-pef  sure.  All  of  the  river  steamers,  and  all  of  the  fern.  I 
boats,  have  high-pressure  endues.  Low-pressure  engines  have  at  se'v.l 
eral  periods  been  partially  tried  on  the  western  rivers,  and  abandoned.! 
In  the  year  1818,  three  boats  of  this  description  were  built  on  those  wj.! 
ters;  in  1819,  tevm  boats;  in  1820,  two;  in  1822,  one;  in  1823,  on«,J 
1884,  two;  in  1886,  tix;  in  1826,  eight;  in  1827,  four;  in  1828,  tm;-J 
1889,  three;  in  1830,  ttoo;  in  1831,  four  ;  total,  fortt^seven ;  of  whicil 
thirty-three  were  built  at  Cincinnati,  five  at  Louisvillej  three  at  Nevl 
Orleans,  and  the  remaining  six  at  different  points  on  the  Ohio.  On  tiiel 
lakes,  except  lor  propellers,  hi^h-pressure  engines  have  now  compaja.! 
lively  few  mlvocates,  and  within  the  last  four  or  five  years  very  few , 
them  have  been  built. 

"The  hi)ij;hest  of  the  navigable  waters  of  the  United  States  is  LakeSu.) 

gerior,  which  is  embraced  in  the  district  of  Rfichilimackinac,  with  the! 
t.  Mary's  river,  Green  Bay,  and  the  Straits  of  Mackinac.  Followiiwj 
the  water-flow  from  this  district,  we  reach  the  Gulf  of  St.  Lawrence! 
through  Lakes  Huron,  £rie,  Ontario,  and  the  St.  Lawrence  river;  ai 
the  Atlantic  coast  by  Lake  Champlain  and  the  New  England  improve- 
ments iti  one  direction,  and  in  another  by  the  Erie  canal  and  the  Hud 
son  river. 

Tabular  statement  of  steamers  on  the  river^ 


11«coi. 


St.  Loul*..... 

MeuipbU 

ViclMburg.... 

Natchez 

New  Orleaii*. 

NMbrUle...., 

Evoniirtlle..., 

New  Albany . 

Loaiavllle..... 

Cineinnati.... 

Wbeelbig.... 

Fittiburg.... 


Total. 


No. 


131 
3 
6 


113 
18 


61 
111 

46 
113 


Tonnage. 


No.  officers, 
crew,  &,e. 


&1,838 
450 
937 


34,736 
3,578 


15,185 

84,709 

7,190 

16,943 


601 


235,661 


2,340 

15 

101 


3,958 
397 


1,913 

2,789 
651 

2,588 


14,752 


Paasengerg 
carri^. 


367,793 
34,000 
46,800 


434,000 
24,340 


270,000 

2,400,796 

243,170 

466,656 


4,287,555 


ATenpl 

diatuceil 


In  order  to  show  correctly  the  currents  of  actual  travel  by  the  wata 
of  these  several  lines  of  interior  collection  districts,  with  the  local  mon 
ment  at  the  principal  port  of  each,  the  following  statement  of  the  seveii 
lines  is  prest^nled :  •  ^ 


lines  of  travel. 


1.  By  the  St,  Lawrence  and  the  lakes 

S.  By  the  MUsissipni  and  Missouri  rivers 
3.  By  the  Ohio  and  Its  tributaries 

Total 


Number  i| 
puaeai 


1,5HJ 

3,4641 


imers,  and  all  of  the  ferry. 
asure  engines  have  at  sev.l 
sm  rivers,  and  abandoned,  I 
n  were  built  on  those  v%.| 
822,  one  i  in  1823,  on* ;  J 
S2T,  four;  in  1828,  ttw.inl 
3tal,  forty-seven;  of  whicJ 
t  Louisville^  three  at  Newl 
jints  on  the  Ohio.  On  thel 
igines  have  now  compara-l 
r  or  five  years  very  few  ( 

e  United  States  is  LakeSu-l 
^fichilimackinac,  with  tliel 
}  of  Mackinac.  Followii 
the  Gulf  of  St.  Lawrenc«| 
le  St.  Lawrence  river;  aodi 
;he  New  England  improve 
tie  Erie  canal  and  the  Hud 

on  the  river^ 


.  oflRoera, 
rew,  &o. 

PaBsengerB 
carried. 

Avetip 
digtaum 

2,340 

15 

101 

367,793 
34,000 
46,800 

•9 

3,958 
397 

434,000 
24,340 

is 

1,913 

2,789 
651 

2,588 

270,000 

2,400,796 

243,170 

466,656 

a 

14,752 

4,287,555 

)f  actual  travel  by  the  wata 
iistricts,  with  the  local  movi 
jving  statement  of  the  sevei^ 


Number! 

puMBga 

1,514,1 

m 

3,464,1 

5,861, 

•J  CO 

■S  bo 

v. 


I 


1-! 


V 


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u 

o 

ts 

Ce. 

o 

z 


P^ 


8.  Doc.  112. 


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48 


I 


I;  ( 


TW 


&  Doc.  IIS. 


It  is  not  surpritiing  that  a  first  attempt  to  collect  and  embody  tliisJQ.| 
formation  should  have  fallen  short  of  complete  success  at  all  ]N)inti| 
The  wonder  is,  rather,  that  so  many  factH  should  have  licen  obttiinedj 
of  a  reliable  chariicter,  as  are  given  in  fie  preceding  tables.  The(|^| 
ficiencics  are  few  in  numlnir ;  and  hud  more  time  been  devoted  to  iIk 
collcclion  of  this  particular  class  of  facts  in  the  Cuyahoga,  Miiinii,aii^ 
Vicksburg  districts,  they  would  have  been  hardly  worth  mentioning, 

There  are  several  centres  of  interior  commerce  and  navigntion,  ai 
which  it  would  seem  of  interest  to  know  the  radiation  of  trade  ni^ 
travel,  as  shown  by  natural  and  artificial  channels  of  comnmnicatjoa 
and  the  boats  ond  oihrr  descriptions  of  conveyance  in  or  upon  thm 
One  of  these  centres  is  at  the  head  of  the  Ohio  river,  another  at  ttei 
foot  of  Lake  Erie,  a  third  at  the  head  of  Lake  Michigan,  and  a  founl| 
on  the  Mississippi,  below  the  outflow  of  the  Illinois  and  the  Missdoj 
rivers.  The  heavy  commerce  that  centres  midway  of  the  Ohio  vallnj 
though  reaching  up  the  Musldngum,  the  Wabash,  the  Cumberland,  d 
the  Mississippi,  by  natural  streams,  and  back  into  Ohio  and  IndianaW 
artificial  channels,  is  more  direct  in  its  main  lines,  which  extend  i)| 
Pittsburg  in  one  direction,  and  to  New  Orleans  in  another.  In  the  fin 
and  last  of  the  four  districts  named,  the  number  of  boats  and  men, 
the  amount  of  tonnage,  employed  on  each  of  the  several  streams 
which  the  trade  of  those  districts  extends,  as  well  as  the  travf:l  i 
each,  are  shown  by  the  following  subdivisions  of  the  whole  number 
boats  therein  severally  enrolled. 

Subdivision  of  the  St.  Louis' district. 


m 


ecc 


27 

42 
3 
5 

131 


In  what  trade. 


To  New  Orleans 

To  Illinois  river 

To  MiflBouri 

To  Upper  MiBEisBippi 

ToCairo 

Ferry-boats 


9 

•a 

I 


e 

§  • 


Tom. 
12,575 

4,527 

6,148 

7,038 

658 

885 


31,833 


628 
412 
405 
716 
54 
35 


2,340 


Pressure. 


High. 


AU. 


Low. 


None, 


S 

^  . 

o  g 

.a 


64,008 
48,799 
57,284 
140,822 
7,800 
49,080 


307,793 


« 


.  U 


allectond  embody  tliis  it 
ele  succeBB  at  nil  |K)inti| 
lould  hnve  Iwen  obtiiinetl,! 
receding  tables.    The  d^| 
time  been  devoted  to  tbel 
the  Cuyahoga,  Miami,  audi 
ardly  worth  mentioning.  I 
inierce  and  navigation,  atl 
he  radiation  of  trade  wd 
lannels  <»f  eomnmnitatioJ 
veyance  in  or  upon  theal 
Ohio  river,  anotlier  at  ilul 
,kc  Michigan,  and  a  Wl 
r'  Illinois  and  the  Ummt 
midway  of  the  Ohio  vaM 
ibash,  the  Cumberland,  tJ 
-k  into  Ohio  and  IndianaM 
Iain  lines,  which  extendil 
ans  in  another.    InthefirJ 
mber  of  boats  and  men,irf 
1  of  the  several  streams  1 
,  as  well  as  the  travd  jw 
ons  of  the  whole  number  i 


&f.  6oc.  iisf. 

SMivitioH  of  the  Pittiburg  district. 


789 


Lie 


7 
IS 

2 
2 
2 
3 
3 
42 
13 
11 
11 

|112 


In  what  trade. 


Oinoimud 

MonmiKaliela  river  .... 

YoiighHtgeny  river 

Bearfir  river 

Wheeling 

Alleghiuiy  river 

ZaneaviUe 

St.  l^uli,  Nashville,  &,e 

Tramient  boata 

Coalitoamen 

Feny  iteamera 


Tom. 
ii,4.''>l 

!,:):« 

W!)4 

sou 

371 
»34 
370 

8,817 

1,500 

674 

694 


16,942 


470 

824 

29 

30 

34 

42 

44 

1,21>« 

292 

84 

44 


8,589 


Preiaure. 


Iliffh. 


All. 


Low. 


None. 


1 


^ 


89,828 

112, 142 

9,862 

70,600 

19,600 

7,000 

2,890 

110,323 

6,500 


37,911 


466,656 


MUe$. 

479 

56i 

33 

29 

93 

56 

257 

1,133 

150 

494 

i 


IThe  main  trade  of  each  of  the  other  four  districts  named  is  in  a  di- 

liij  from  the  second,  nearly  north  and  south,  by  Lake  ^Michigan 

[d  the  Illinois  river,  and  the  Illinois  and  Michigan  canal ;  *and  from 

third,  in  a  direction  indicated  by  the  course  of  Lakes  Erie  and 

iiron  and  that  of  the  Erie  canal.     The  points  embraced  by  the  rami- 

ations  of  travel,  however,  are  more  numerous ;  and  hence  the  fol- 

«ring  subdivisions  are  intended  only  to  include  them,  and  show  the 

al  number  of  passengers  who  arrived  at  and  departed  from  the  prin- 

p  port  of  each  of  these  districts,  by  the  several  descriptions  of  con- 

jrance  mentioned,  during  the  periml  included  in  all  the  preceding 

[les— the  year  ending  SOth  June,  186L 

Buffalo  suldimion. 


Conveyance. 

dinary  steamers 

opellers 

fcrry-boats 

ke  Buffalo  and  Rochester  railroad 

ke  RuH'tilo  and  Niagara  Falls  railroad 

^e  Erie  canal 

Total J. 

w 


No.  of  passengers 
nrrived  at  and 
departed  from 
Buifalo. 


157,251 

14,300 

26,280 

262,386 

119,200 

43,000 


622,423 


t 


a     i 


1 


•I'^^l 


740 


8.  Doc.  112. 

Chicago  itdfdiniion* 


OMTeyMBM. 


B7  ordinary  iteMnen 

By  propellera 

By  the  Galena  and  Cbioaga  Union  railroad 
By  th«  lUinuii  and  Mlobigan  oaual 

Total 


No.  off 
arrived  k  h^ 
departwi  fnm 
CItioifo. 


81,!* 

'!,•«  I 

iw[^l 


BE  CAPITULATION  A8  TO  TRAVEL. 


Priaoipal  porta. 


To  and  ihim  St.  Louia  . 
To  and  from  Pittsburg . 
To  and  from  Buffalo  . . . 
To  and  from  Cliicago  . . 


Total. 


Number  of  pi,. 
MDgtn. 


Showing  a  recorded  movement  at  these  four  commercial  centres  ofl 
the  interior,  (of  the  Northwest,  indeed,)  of  one  million  six  hundred! 
and  fifty-six  thousand  seven  hundred  and  fifty-seven  persons  in  tbel 
course  of  a  year,  where  the  resident  population  is  but  217,946.  h\ 
fact  can  better  illustrate  the  activity  of  our  people. 

By  the  national  census  for  the  year  1850,  the  population  of  each  ofl 
the  iour  cities  at  which  this  movement  is  shown,  is  stated  as  follows: 

St.  Louis 77,860 

Pittsburg,  46,601 ;  with  Allegheny  city 67,862 

Buffalo 42,261 

Chicago 29,963 


Total  of  the  four  commercial  centres 2 J  7,946 


1 

No.ofpMMin, 

depart.^   fh« 
Chiotio. 

3,9f» 

1»,WJ 

AVBL. 

Number  of  ftt- 
MDgcn. 

»»,» 

466,6ii 
633  4» 

199,  W 

1.656,75! 

lur  commercial  centres  ofl 

one  million  six  hundred  I 

fty-seven  persons  in  the! 

ition  is  but  217,946.  h\ 

people. 

the  population  of  each  ofl 

)wn,  18  stated  as  follows:  ' 

77,860 

67,862 

42,261 

29,963 


.217,946 


S 


« 


S.  Doc.  112. 


i! 


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'=*<^ 


S.  Doc.  112. 


7411 


The  totnl  amount  of  property  thus  shown  to  have  been  destroyed  on 
the  lakes  and  rivers  of  the  interior,  in  the  course  of  the  year  which 
ended  on  the  30lh  day  of  June,  1851,  is  much  below  the  common  esti* 
mate.  But  it  is  here  presented  only  as  an  approximation,  to  receive 
just  so  much  respect  as  statements  made  up  in  the  manner  of  this  are 
generally  entitled  to.  It  is  nerhaps  quite  as  likely  to  be  near  the  truth, 
however,  as  the  exaggerated  estimates  usually  made  in  such  cases  by 
interested  parties  who  have  a  particular  purpose  to  subserve.  And 
with  reference  to  it,  must  be  steadily  borne  in  mind  the  fact,  heretofore 
mentioned,  that  the  year  embraced  was  one  of  unusual  exemption  from 
serious  disasters  on  the  lakes  and  interior  rivers  of  the  United  States. 

A  list,  containing  the  names  of  618  steamboats  lost  on  the  rivers  of  the 
Ohio  basia  and  the  Mississippi  valley,  from  the  period  of  the  first  intro- 
duction of  steam  navigation  thereon  to  the  close  of  the  year  1848,  has 
been  prepared  by  Captain  Davis  Embree,  one  of  the  oldest  steamboat 
masters  ever  engaged  upon  the  western  waters. 

This  list  shows  the  place  where,  and  the  time  when,  each  of  the 
boats  so  lost  was  built;  the  amount  of  its  tonnage;  the  date  of  its  loss; 
ihe  length  of  time  it  had  been  running  when  lost ;  its  original  cost ;  the 
depreciation  of  its  value  by  use;  and  the  sum  finally  lost  in  its  de- 
struction. Of  the  618  boats  it  embraces,  45  were  lost  by  collisions,  104 
hy  fires,  and  469  by  snags  and  other  obstructions  to  navigation. 

The  following  statement  shows  aggregate  results: 


Caaaea. 

Number  of 
boata. 

Tonnage. 

Original  coat. 

Depreciiition 
of  value. 

Final  loaa. 

Lout  hy  collisiona. ... 

LoitbyfireB 

Loit  by  anag 

45 
104 
469 

7,769 
32,058 
79,261 

9730,286 
3064  .M2 
7,104,950 

#346,762 
1,096.143 
3,733,852 

$383,534 

968,369 

3,368,(198 

Total 

618 

109,088 

9,699,748 

5,176,757 

4,719.991 

The  losses  sustained  through  explosions,  collapsing  of  flues,  and 
bursting  of  steam-pipes,  are  not  included  in  this  statement.  With 
reference  to  losses  ot  those  descriptions,  some  interesting  information 
is  given  at  the  close  of  Captain  Embree's  list,  as  also  concerning  the 
average  life  of  steamboats  on  the  western  waters,  the  subjects  of  marine 
insurance  thereon,  the  monthly  and  yearly  cost  of  running  boats,  &c. 

The  histo'-y  of  the  rise  and  progress  of  the  steam-marine  of  the 

United  States  is  one  of  the  most  interesting  and  wonderful  things  in  our 

i  national  advancement.     Although  one  steamboat  was  built  at  Pittsburg 

as  early  as  the  year  1811,  and  although  eleven  other  boats  were  built 

on  the  Ohio  river  and  its  headwaters  within  the  next  five  years,  it  was 

not  ur.iil  the  year  1817  that  steam  navigation  could  be  said  to  have 

been  fairly  introduced  upon  the  Mississippi  and  its  tributaries.    Previous 

to  this  year,  there  were  twelve  steamboats  upon  these  waters,  having 

I  an  aggregate  carrying  capacity  of  2,235  tons.     From  1817  to  1834,  the 

I  number  of  boats  increased  to  230,  and  the  aggregate  of  tonnage  to 

[39,000  tons.    In  1842  there  were  475  boats  on  the  same  waters:  in 

1851  this  number  had  been  increased  to  601. 


744 


S.  Doc.  112. 


Official  reports  made  to  the  Treasury  Department  in  1842,  stated  in 
detail  the  steamboat  tonnage  on  the  Mississippi  and  its  tributaries  in 
that  year.    The  following  table  sliows  tije  increase  from  1842  to  1851. 

Comparative  Statement, 


DulrieUu 

1        ■ 

Tonnage. 

/   ■ 

1849. 

1851. 

IncreaM. 

DccreaM. 

New  Orleans 

Saint  Louis 

28,153 

14,726 

12,025 

10,107 

4,618 

3,810 

2,595 

34,736 

31,834 

24,709 

16,943 

15,181 

3,578 

7,191 

938 

450 

6,583 
17,109 
12,684 

6,836 
10,563. 

Cincinnati 

Pittsburd 

Louisville 

Nashville. ......... 

232 

Wheeling 

4,596 
938 
450 

Vicksburff 

Memohis .......... 

Total 

76,033 

135,560 

59,759 

232 

i 

t 


The  year  following  the  real  commencement  of  regular  steamboat 
navigation  on  the  waters  of  the  Missinsippi  and  its  tributaries,  (1817,) 
the  first  steamer  employed  on  the  upper  iakcs  was  built  and  launched 
on  Lake  Erie.  In  1819  the  waters  of  Lake  Huron  were  first  ploughed 
by  the  keel  of  a  steamer,  and  in  1826  those  of  Lake  Michigan.  In 
1832  a  steamboat  first  appeared  at  Chicago,  and  in  1833  there  were 
but  eleven  small  steamers  on  the  three  Likes  named.  This  date  may 
therefore  be  fairly  taken  as  that  of  the  real  commencement  of  steam- 
boat navigation  on  the  upper  lakes. 

Ten  years  later  (February,  1843)  a  report  was  made  to  Congress  of 
the  number  and  tonnage  of  steamboats  employed  on  those  waters, 
"from  January  1,  1841,  to  January  1,  1843."  Though  this  is  a  very 
loose  way  of  stating  a  matter  of  this  kind,  and  does  not  give  the  true 
amount  of  the  steam  tonnage  enrolled  und  employed  in  either  one  of  the 
two  years  included — necessarily  ovi'rstnting  it — ^yet  the  facts  thus  pre- 
sented are  used  for  the  purpose  of  comparing  them  with  those  now 
ascertained,  as  showing  correctly  the  steam  tonnage  of  the  year  which 
ended  on  the  30th  June,  1851. 


rtment  in  1842,  stated  in 
and  its  tributaries  in 
ifi  from  1842  to  1851. 


ppi 
reuse 


Mge. 


Increase. 

Dccrea«. 

6,583 
17,109 
12,684 

6,836 
10,563. 

-  -  -  •    

232 

4,596 
938 
450 

59,759 

232 

int  pf  regular  steamboat 
nd  its  tributaries,  (1817,) 
was  built  and  launched 
[uron  were  first  ploughed 
3  of  Lake  Michigan.  In 
and  in  1833  there  were 
named.  This  date  may 
ommencement  of  steam- 

vas  made  to  Congress  of 
ployed  on  those  waters, 
Though  this  is  a  ven 
id  does  not  give  the  true 
)loyed  in  either  one  of  the 
; — ^yet  the  facts  thus  pre- 
ng  them  with  those  now 
)nn,'ige  of  the  year  which 


.    >    VU(' 


S.  Doc.  112. 

i^-:   ■"  Comparative  Statement, 


■m 


DiBtricta. 


Buffalo  creek 
Presque  Isle . 
Cuyahoga . . . 

Miami 

Detroit 

Mackinaw . . . 
Chicago 


Total. 


Tonnage. 


1841-'43. 


6,773 
2,813 
1,855 

887 
2,053 


14,381 


1851. 


25,990 
5,691 
6,418 
1,745 

16,469 

1,746 

652 


58,711 


Increase. 


19,217 

2,878 

4,563 

858 

14,416 

1,746 

652 


44,330 


These  comparative  statements  show  that  in  a  period  of  nine  years  the 
steamboat  tonnage  of  the  Mississippi  valley  has  nearly  doubled  itself, 
and  that  in  a  period  of  eight  years  that  of  the  upper  lakes  has  more 
than  quadrupled  itself:  very  significant  facts  touching  increase  of  popu- 
lation, production,  and  trade. 

The  average  size  of  steamboats  now  running  on  the  lakes  is  found  to 
be  437  tons ;  that  of  the  steamboats  of  the  Ohio  basin  206|f^  tons ;  and 
that  of  those  of  the  lower  and  upper  Mississippi,  the  Arkansas,  the 
Missouri,  and  the  Illinois  rivers,  273^.  On  the  Mississippi  and  Ohio 
rivers  there  are  many  steamers  of  from  300  to  500  tons  each,  and  a 
number  from  600  to  800  each ;  but  the  large  number  of  light-draught 
boats,  built  to  run  in  periods  of  low  water  on  those  rivers,  and  in  all 
seasons  on  the  smaller  streams  emptying  into  them,  carry  the  general 
averages  down  to  the  figures  given  above.  Several  of  the  passenger 
steamers  of  the  lakes  are  of  eleven  hundred  tons  and  upwards  each. 

Comparative  Statement. 


Northern  lakes  of  the  United  States 

Mississippi  valley do 

Ohio  basin do 

Total  for  interior  of  the  United  States. 


Number. 


164 
253 
348 


765 


Tonnage. 


Tons  and  95thg. 
69,165  87 
67,957  84 
67,601  31 


204,725  12 


1^: 


/     ■ 


T46 


S.  Doc.  113; 


■^'h 


i 


ft  '•'it      " 


irr 


Is 


^^1  i  u 


The  cost  of  stoamboatA  on  the  flakes  and  rivers  of  the  interior,  varies 
from  eighty  to  ninety  and  from  uine^  to  one  hundred  dollars  per  ton. 
Taking  the  lowest  price,  which  is  that  attainable  in  the  Ohio  basb,  ag  I 
the  standard,  we  nave  as  the  original  value  of  the  204,725||  tons  of 
steam  tonnage  engaged  in  the  transportation  of  passengers  and  the  [ 
carrying  trade  on  the  lakes  and  rivers  of  the  United  States,  for  the 
year  ending  June  30,  1851,  an  aggregate  of  sixteen  million  three  hun. 
dred  and  seventy-eight  thousand  dollars ;  an  amount  of  capital  that 
goes  entirely  out  of  existence,  and  has  to  be  re-invested  every  three  and 
a  half  to  four  years— the  period  of  the  "natural  life"  of  a  steamboat  oo 
the  waters  of  the  interior. 

This  fact  indicates  very  clearly  the  immense  extent  of  the  employ, 
ment  provided  and  of  the  material  consumed,  in  keeping  up  the  steam 
tonnage  of  the  United  States  to  the  standard. required  by  the  travel  and 
trade  of  the  country. . .     ,, .  ,  j .    ^  ^ 


•r  --A,  :i 


..        i 


«■  .        «*V 


\      t 


S/Doe.  112. 


fIV 


TB  of  the  interior,  varies 
lundred  dollars  per  ton. 
lie  in  the  Ohio  basin,  as 

)fthe204,726Hton8of 
of  passengers  and  the 
e  United  States,  for  the 
Kteen  million  three  hun- 
amount  of  capital  that 
nvested  every  three  and 
I  life"  of  a  steamlxKit  on 

B  extent  of  the  employ, 
in  keeping  up  the  steam 
(juired  by  the  travel  and 


'A 


t: 


748 


S.  Doc.  112. 


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i 

2- 

■& 

^ 

!  I  ;  J     n 

1 

1 

s 

|fH  '.  J     on 

1 

^ 

1 

!:!!?? 

'* 

:  :  :  *     : 

.8 

§><::§     : 

J 

H\i%    i 

i;  J" 

-sjlli     : 

.     ." 

Cincinnati,  0 
Wheeling,  V 
Pitteburg,  Pe 

ToUl. 

&  Doc.  112. 


7411 


In  this  table  we  find,  at  three  periods,  the  following  number  of  boats, 
kith  their  tonnage,  which  have  been  built,  worn  out,  and  lost  by  dis- 
asters, in  the  west,  prior  to  the  year  1849: 


Boats. 

Tonnage. 

Average  tonnage. 

Average  nnmberof  yean 
they  lasted. 

684 
652 
420 

106,136 
90,791 
80,220 

156 
164 
191 

44             % 

34 

34 

1,656 

277,146 

167 

31 

:;  RECAPITULATION.  ,  'j;;a      :^ . 

oats  built  prior  to  1849 -. 1^666 

Boats  lost  by  disasters  (nearly  44^  per  cent.) '736 

Losses  on  boats,  as  per  tables $5,643,791 

[osses  on  cargo 12,698,529 

Total  loss  . ......:. 18,342,320 

-J  ^        •.-     .■  ' 

GENERAL  AVERAGES.  '^       ,  -:  . 

[Of the  765  steam-vessels  on  the  waters  of  the  interior,  164  run  on 
le  lakes,  and  601  on  the  rivers. 

I  Of  the  aggregate  tonnage  of  these  765  steam- vessels  of  the  interior, 
(iz:  204,725  tons,)  69,165fi-  tons  is  upon  the  lakes,  and  135,559^^  ; 

on  the  rivers.  •  • 

fOfthe  164  steam-vessels  on  the  lakes,  105  are  ordinary  steamers,  52 
le  propellers,  and  7  are  ferry-boats. 
[Of the  601  steam-vessels  on  the  rivers,  558  are  ordinary  steamers,, 

1 43  are  ferry-boats. 
[The  average  tonnage  of  all  the  steam-vessels  on  the  lakes  (fyrry- 

ats  excepted)  is  437  tons. 

[The  average  tonnage  of  all  the  steam-vessels  on  the  rivers  (ferry- 
Tats  excepted)  is  235^i  tons. 

The  average  tonnage  of  the  ordinary  steamers  on  the  lakes  is  503|^ 

k  and  that  of  the  propellers  302ff  tons.  »■  |^! 

The  average  number  of  persons  employed  on  the  ordinary  steamers 

he  lakes  is  19 J  to  each;  and  the  number  employed  on  the  propel- 

I  is  15  J  to  each. 

The  average  number  of  persons  employed  on  the  ordinary  steamers 

he  rivers  is  26  to  each ;  the  boats  of  the  Ohio  basin  averaging  a 


tl 


m 


t 


fraction  under  26,  and  those  of  the  Mississippi  valley  aver^ng  a  fraoj 

tion  over  26.  [ 

The  7  steam  ferry-boats  enrolled  on  the  lakes  measure  665$|  tona- 

the  43  steam  ferry-boats  enrolled  on  the  rivers  measure  4,177^  tons.' 
Of  the  55S  ordinary  steamers  on  the  rivers,  317  are  enrolled  in  the 

districts  of  the  Ohio  basin,  and  241  in  those  of  the  Mississippi  valley. 
Of  the  157  ordinary  steamers  and  propellers  on  the  lakes,  31  arei 

etirolled  on  Lake  Champlain,  the  St.  Lawrence,  and  Lake  Ontario;  66 

are  enrolled  on  Lake  Erie ;  and  60  at  Detroit  and  on  the  lakes  above. 
Of  the  43  steam  ferry-boats  on  the  western  rivers,  31  are  in  the  Ohio 

basin,  and  12  in  the  Mississippi  valley.  I 

A  remarkable  equality  is  found  to  exist,  at  the  present  time,  in  the! 

distribution  of  the  steam  tonnage  of  the  interior  among  the  several  lines! 

of  navigation  heretofore  specified:  I 

The  line  of  the  St.  Lawrence  aiid  the  lakes  has  69,166|^  tons  of  if  I 
The  line  of  the  Mississippi  valley  has  67,967|t  tons  of  it;  and  I 
The  line  of  the  Ohio  basin  has  67,601^  tons  of  it.  I 

The  17,607  persons  employed  on  the  steam-vessels  of  the  interior,  as| 

officers,  crews,  &c.,  are  distiibuted  as  follows: 

On  the  lakes  and  the  St.  Lawrence 2,865 

On  the  Mississippi  river  and  its  tributaries L  .6,414 

On  the  Ohio  river  and  its  tributaries 8,338 

The  tabular  views  of  vessels  lost  on  the  waters  of  the  interior,  showsl 
a  total  loss  of  118 — 76  on  the  rivers,  and  42  on  the  lakes. 

Of  this  whole  number,  35  were  lost  by  tempest,  31  by  fire,  19  byl 
collision,  and  33  by  snags.  All  the  losses  on  the  rivers  were  of  ihel 
class  of  boats  denominated  "ordinary  steamers"  in  this  report.  Nearlvl 
all  the  losses  on  the  lakes  were  of  sail-vessels,  schooners  and  brigs.    I 

The  loss  of  lives,  as  shown  by  same  tabular  view,  amounted  to  al 
total  of  695  for  the  year — 628  on  the  rivers,  and  67  on  the  lakes.  Thisl 
statement  is  probably  under  the  tnath,  except  as  to  the  Cincinnati  d 
trict,  which  is  thdught  to  have  more  assigned  to  it  in  the  table  than  itsl 
real  proportion  of  the  fatardllamities  of  the  year.  But  this  informatioDl 
is  always  difficult  to  obtain,  and  can  hardly  be  had  in  an  entirely  re-l 
liable  form  without  a  more  determined  and  longer-continued  effort  tiaal 
was  possible  in  the  present  instance. 


GRAND  RESULT. 


The  entire  steam-marine  of  tke  United  States,  employed  on  thecoast| 
End  in  the  interior,  separate  and  combined,  is  shown  in  the  followii 
tabular  view,  with  the  aggregate  tonnage  thereof,  the  total  number  ( 
persons  engaged  upon  the  same  as  officers,  crew,  &c.,  and  the  end 
number  of  passengers,  distinguishing  between  those  conveyed  up 
ferry-boats  and  those  conveyed  upon  steam-vessels  of  all  other  descrip 
tions. 


valley  averaging  a  frac 

ies  measure  666 Jf  tons;] 
s  measure  4,177^  tons. 
I,  317  are  enrolled  in  the  | 
f  the  Mississippi  valley, 
ers  on  the  lakes,  31  are  I 
36,  and  Lake  Ontario;  66 1 
and  on  the  lakes  above. 
rivers,  31  are  in  the  Ohio  I 

t  the  present  time,  in  the! 
)r  among  the  several  lines] 

sha8  69,166Htonsofit;, 
i67|i  tons  of  it;  and 
)ns  of  it. 
o-vessels  of  the  interior,  as] 

'■s: 

, 2,865 

} 1.6,414 

8,338 

aters  of  the  interior,  sho\vs| 

I  on  the  lakes. 

tempest,  31  by  fire,  19  byl 

on  the  rivers  were  of  iliel 

rs  "  in  this  report.    Nearly| 

s,  schooners  and  brigs. 

)ular  view,  amounted  to  i 

and  67  on  the  lakes.   Thinl 

pt  as  to  the  Cincinnati  dis^l 

d  to  it  in  the  table  than  iJ 

year.     But  this  informatioul 

yr  be  had  in  an  entirely  i 

longer-continued  effort  tiaal 


tates,  employed  on  the  cod 
1,  is  shown  in  the  foUowinJ 
hereof,  the  total  number  o] 
•s,  crew,  &c.,  and  the  entin 
iveen  those  conveyed  up 
-vessels  of  all  other  descrip 


S;  Doe.  112. 

UnUed  States  tttam-marine. 


751 


DMcription  of  Teisalt. 


CoMl. 


iiteamers.... 
idjnarjr  iteamera. 

tltn.. 

g  ferry-boats. . 


Total  eout.... 
MfHor. 


idimry  iteamers. 

vpellen 

iferry-boatt.. 


Total  interior. 


No. 


ToniMg«. 


96 

389 

67 

80 


635 


6A3 
63 
50 


765 


rom.  95M*. 
91,475  60 
90,738  40 
19,945  73 
18,041  13 


313,500  91 


184,969  33 

15,739  19 

4,733  63 


No.  of 

office ra, 

crew, 

Ac 


4,548 

6,311 

549 

369 


11.770      315 


Preaanr*. 


High 


3 

1S3 

50 

lu 


16,576 
817 
3U 


904,795  19 


17,607 


615 
50 
50 


715 


Low. 


93 

330 

17 

70 


410 


48 
9 


50 


Pa8«engera 

carried  annif 

ally. 


190,999 

3,789,579 

53.705 

99,315,576 


33,349,846 


9,714,874 

44,440 

3,109,531 


5,861,845 


RECAPITULATION. 


•  "-W    "■■-'  ••-:  .       ■';,  ,■%•>-     ■, 

No.  of  veasela. 

Tonnage. 

mn-marine  of  the  United  St&tes—Coaat 

625 
765 

Tons  md  95tha. 
313,500  91 

304,725  12 

HiD'inariDe  of  the  United  'Statca-^Interior 

Total 

1,390 

417,326  08 

• 

■:vr:-   '••-■-  ■       -^'  ',i   ,j...,.     ^ 

By  ferry-boata. 

By  all  other 
ateam-veasels. 

Mtittn  of  the  coast  diviaion  .......•...•.....•.••••••• 

99,315,576 
3,103,531 

4,027,370 
2,759,314 

KDMn  of  the  interior  diviaion  •..•«..•......•..••..•.. 

Total ••• • 

39,418,107 

6,786,584 

he  strength  of  the  steam-marine  of  the  United  States  is  thus  shown 
comprised  in  thirteen  hundred  and  ninety  vessels,* measuring  four 
lidred  and  seventeen  thousand  two  hundred  and  twenty-six  and  1 1 

p,  and  manned  by  twenty-nine  thousand  three  hundred  and  seventy- 
imen. 


■it 


752 


S,  JPoc.  112. 


^ 


MARINE    DISASTERS  ON   THE    WESTERN   WATERS   IN   1852. 

The  annual  statements  of  marine  disasters  on  the  western  rivers  and 
lakes,  during  the  year  ending  December  31,  1862,  exhibit  serious 
results.  On  the  rivers,  78  steamers  have  been  lost :  48  of  which  were 
snagged,  16  destroyed  by  explosions,  4  by  fire,  and  the  remaining  lo 
by  various  other  mishaps,  sucli  as  collisions,  wrecks,  &c. 

By  these  disasters  464  lives  were  lost.  • 

In  addition  to  the  above  losses  to  the  steam-marine  on  the  rivers,! 
there  were  lost  4  barges,  73  coal  boats,  32  salt  boats,  and  4  flal-boats.| 
The  aggregate  loss  of  property  attending  these  casualties  is  not  ascerJ 
taincd. 

On  the  lake  or  northern  frontier,  the  annual  statement  of  Captain  G. I 
W.  Rounds  exhibits  the  loss  of  life  for  1852  at  296,  and  of  property  all 
$992,659.    He  recapitulates  the  losses  as  follows : 

Amount  of  loss  by  collisions $261,9jo| 

Do.           by  other  casualties 73O,70jl 

Amount  of  loss  by  steam  vessels  has  been 638,62o| 

Do.           by  sail.... do do * 359,0391 

Do.           by  Amer'n  do do 907,4871 

Do.           by  British  do do ^  65,172| 

Amount  of  loss  on  Lake  Ontario  by  steam $49,350 


Do. 

Do. 
Do. 

Do. 
Dp. 

Do. 
Do. 

Do. 


on. 


..do by  sail 29,589 


-'>^4 


on  Lake  Erie,  by  steam 643,470 

do by  sail 197,830 

on  Lake  Huron,  by  steam 16,000 

do by  sail 63,600 

on  Lake  Michigan,  by  steam 800 

do by  sail 78,020 


78,939^ 


741,30 


69,6 


78,8a 
on  Lake  Superior,  by  steam 24,001 

Of  the  229  disasters  here  detailed,  7  occurred  in  the  month  of  Apri 
19  in  May,  24  in  June,  15  in  July,  16  in  August,  21  in  September,' 
in  October,  85  in  November,  {55  in  one  gale  of  the  11th  and  12th,); 
15  in  December.     Six  steamers,  7  propellers,  and  35  sail  vessels  hav^ 
gone  out  of  existence  entirely.    In  many  instances  the  amount  of  loss 
as  above  stated,  have  been  matters  of  estimate,  as  many  must  necess 
rily  be ;  but  .much  pains  and  care  have  been  taken  to  procure,  in  ead 
case,  the  opinion  of  competent  men  who  were  most  familiar  with  t' 
circumstances. 

These  statements  show  the  whole  number  of  lives  lost  on  the  west( 
waters  in  1852  to  have  been: 


On  the  rivers. 
On  the  lakes  , 


Ml 
.296 


Total 750 


S.  Doc.  112. 


758 


NBW  ORLEANS,  LOUISIANA. 

WATERS  IN   1862. 

■  The  city  of  New  Orleans  is  situated  on  the  left  bank  of  the  Mis- 
n  the  western  nvers  and  ■ji^jippi  river,  al)out  100  miles  from  its  mouth,  in  latitude  29°  67'  30" 
,  1862,  exhibit  jenousHj^rth,  and  longitude  90°  6'  west.  It  is  96a  miles  below  the  mouth  of 
I  lost:  48  ol  winch  were  H,,^  Ohio;  1,149  below  the  mouth  of  the  Missouri,  by  the  course  of  the 
re,  and  the  remaining  10 ■  ^^.^^ .  1,397  miles,  in  a  direct  line,  southwest  from  New  York;  1,612 
wrecks,  &c.  Mim  Boston;  and  1,172  from  Washington,  by  post-route.    The  popu- 

'  .  •  ,  .  Blalion  of  the  city,  in  1800,  was  about  8,000;  in  1810,  17,242;  in  1820, 
;am-marineonthenver8,«27i76;  in  1830,  40,310;  in  1840,  102,193;  and  in  1860,  with  its 
dt  boats,  and  4  ftal-boau.»^l,jjbg,  126,000;  showing  a  duplication  of  inhabitants  during  the  last 
se  casualUes  is  not  ascet.«,jjjl-  century,  on  the  average,  once  in  twelve  years.  This,  considering 
f  r  t  '  r  m^^  character  of  the  climate,  and  the  fact  that  only  about  six  months  ot 
1  statement  ot  ^ap«»nG.B^^p|,  year  arc  devoted  to  active  business,  is  very  extraordinary.  The 
It  296,  and  ot  property alBj^^jj^egg  population  has  always  been  somewhat  migratory;  many  per- 
lows :  Isons  going  there  for  the  transaction  of  business  during  the  winter  sea- 

$261.95oBfnn,  and  returning  north  to  spend  the  summer  months. 

' ' 73O,709H  For  commercial  purposes.  New  Orleans  occupies  a  very  superior  and 

638,62oH(|ommanding  situation.     It  is  the  natural  mtrcpot  for  supplies  destined 

'. 4. 359,039Ko  all  parts  of  the  Mississippi  valley,  as  well  as  the  depot  for  those  pro- 

" 907,487Hucts  of  that  salubrious  region  which  seek  a  market  seaward.     By 

]  * ' \     66,172Kiean9  of  the  Mississippi  river  and  its  tributaries,  an  inland  trade  13 

$49,350  Hped  to  her  grasp,  the  mngnitude  of  which  has  never  been  equalled. 

29,689  Kteamers  may  leave  her  wharves  and  proceed  on  voyages  of  several 

^V^  . ,  . 78,93ilBiousaiKl  miles  without  breaking  bulk.     The  Mississippi  and  its  afflu- 

'^,.\ .    643,470  Hntsare  flanked  on  either  side  by  extensive  territories,  unsurpassed  in 

^] ! . . .    197,830  Hchness  of  soil,  which  readily  yield  a  harvest  to  the  labors  of  the  agri- 

j 741,30(lHulturist,  whether  it  be  of  cnnc,  corn,  or  cotton.     These  £u-e  the  princi- 

^  16,000  R1I  staples  of  the  valley,  and  the  receipts  of  each  or  their  products  at 

63,600  Bew  Orleans  are  rapidly  increasing.    Heretofore,  the  river  has  been 

69,6fl(lH|eonly  channel  depended  upon  for  their  transportation.    Several  lines 

[jj 800        '  B  railway  are  in  process  of  construction  now,  however,  to  facilitate 

78,020  He  transportation  of  cotton  and  sugar,  produced  at  a  distance  from  the 

. 78,82H(er,  to  market,  and  thus  enlarge  the  area  of  production.     These  bulky 

U 24,OI)lBo(lucts  will  not  bear  an  extensive  hmd  carriage  by  the  old  mode,  and 

,    J. .  nHsult  in  wealth  to  the  producer ;  but  the  construction  of  railways  for 

lurred  in  the  month  ^V^P^Kir  cheap  transit  to  the  river,  even,  will  not  only  change  the  prospects 

ugust,  21  in  ^®^^^^?|',^Bthe  interior  planters  for  the  better,  but  will  add  greatly  to  the  wealth 

e  of  the  11th  and  l^^"')/"*Bd  commerce  of  New  Orleans,  which  is  eminently  a  place  of  exchange 

rs,  and  35  sail  "^®®^^!;^  ™Hd  disu-ibution.    It  is  the  great  depot  of  the  southwestern  plantations, 

stances  the  amount  ot  ^^^^^tre  cotton  and  sugar  crops  are  bought  and  sold  while  still  in  the 

late,  as  many  must  neces^»j  ^j.  "advanced"  upon  prospectively  if  necessary.  It  has  also  an  ex- 

n  taken  to  procure,  "^^''^■sive  trade  with  Texas,  Mexico,  and  the  Gulf  ports,  as  well  as  a  very 

ivere  most  lamiUar  with  "imvy  fofeign  export  trade.    These  facts  will  be  fully  illustrated  by  the 

,         ^^fcrapanying  tables.     She  has,  besides,  a  large  coasting  trade  with 

r  of  lives  lost  on  the  ^^^^^^mjtig  ports,  the  value  of  which  can  only  be  known  generally  by  its 

,,....  .454  Bince  the  acquisition  of  California  by  the  United  States,  and  the  dis- 

296  Hery  of  its  mineral  wealth,  and  the  consecjuent  opening  of  important 

",  V       ■ — -  Wk  to  the  Pacific,  the  relative  importance  of  New  Orleans  to  New 

rnQja,l     ''5"  Wl^  and  other  Atlantic  cities  has  not  been  as  well  maintained  as  it  was 

49 


|fr        I" 


i::. 


754 


a  Doc.  112. 


before.  The  Atlantic  cities,  but  particularly  New  York,  hove  rpcelrpj 
most  of  the  California  trade  and  commerce,  owing  to  the  establiHhtneni 
of  lines  of  extensive  ocean-steamers  via  Panama  and  Nicaragau,  m,,] 
the  many  steamers,  and  clipper  and  other  ships,  engaged  in  sucii  trade 
from  those  ports,  sent  arouna  Cupe  Horn.  Sanguine  expectations  are 
entertained  in  New  Orleans  of  the  favorable  results  to  that  city,  in  rr. 
spect  to  the  Pacific  trade,  when  the  Gulf  or  Tehuantepec  route  is  opened, 
either  as  a  route  of  passage  for  ships  by  canal  or  a  route  of  transit  by 
railway.  Doubtless,  these  anticipations  would  be  realized ;  but,  at  the 
same  time,  the  advantages  of  such  route,  it  is  believed,  would  accrue 
in  an  equally  favorable  degree  to  the  Atlantic  ports.  The  capital,  ghip. 
ping,  and  seamen,  suppliedby  those  cities  to  the  whaling.  Pacific,  China, 
and  East  India  trade,  could  not  readily  be  transferred  to  New  Orlean«| 
even  with  the  great  advantages  such  route  would  aiford  that  city.  As  the 
recipient,  however,  of  the  vast  and  inestimable  resources  of  the  Missis. 
sippi  valley — ^which  natural  advantage  can  never  be  destroved  by  arti. 
ficial  communications  from  that  vtUley  to  the  Atlantic — New  Orleanj 
will  maintain  its  rank  as  one  of  the  largest  commercial  cities  ot  the 
world. 

To  present  some  of  the  advantages  enjoyed  by  New  Orleans  a»  a 
commercial  city,  the  following  extracts  are  made  fi"om  an  article  pub- 
lished in  De  Bow's  Review  in  1846,  prepared  by  the  present .  Assistant 
Secretary  of  the  Treasury,  William  L.  Hodge,  esq.  Mr.  Hodge  havino 
been  for  many  years  a  resident  of  New  Orleans,  intimately  and  per.  I 
sonally  connected  with  the  business  interests  of  the  city,  was  fully  corn- 1 
petent  to  do  justice  to  the  subject  which  he  has  discussed. 

Mr.  Hodge  says: 

"  No  city  of  the  world  has  ever  advanced  as  a  mart  of  commerce| 
with  such  gigantic  and  rapid  strides  as  New  Orleans. 

•♦  Her  commercial  life  may  be  said  to  date  after  the  cession  of  Louis.! 
iana  to  the  United  States,  in  1803,  as,  previous  to  that  her  commerce  waj| 
insignificant;  and  yet,  in  this  short  period  of  about  forty  years, 
already  ranks  as  the  fourth  city  of  the  world  fi)r  the  magnitude  i 
value  of  her  commerce,  being  exceeded  only  by  London,  LiverpooJ 
and  New  York.  The  foreign  importations  of  New  York  greatly  exceed! 
those  of  New  Orleans ;  but  if  the  whole  of  the  foreign  and  coastiajl 
trade  of  both  ports  are  taken  into  view,  it  might  be  a  matter  of  doubtl 
whether  the  bulk^  and  possibly  the  value  of  merchandise  that  enters  andl 
leaves  the  mouth  of  the  Mississippi,  is  not  luUy  equal  to  that  whiclT 
enters  and  leaves  Sandy  Hook.  At  any  rate,  if  it  is  not  now,  it  will 
a  very  few  years  not  only  equal  but  exceed  it,  and  place  New  Orleai 
the  third  in  rank  of  the  commercial  cities  of  the  world.     •      •     * 

"  The  facilities  and  convenience  of  transacting  business  at  New  Or-j 
leans  are  fully  equal  to,  and  in  many  respects  superior  to  those  of  am 
other  place.  It  is  the  centre  of  immense  exchange  operations,  and  air 
amount  of  funds  can  at  all  times  be  obtained  at  tne  shortest  notic 
under  good  letters  of  credit,  and  bills  negotiated  with  great  readinei 
and  facility  on  any  prominent  point  in  the  United  States,  or  any  of  tin 
commercial  cities  of  western  Europe ;  and  the  banking  institutions  a' 
ford  all  reasonable  accommodations  to  the  local  wants  and  trade  i 
the  city. 


S.  Doc  112. 


166 


»S«)mc  Kuroponn  cities  can  hIiow  morn  npirndir!  qunys  or  mngnift- 
rrnt  docks  llir  llic  accommodation  of  shipping,  f<nd  the  landing  and 
Irtiding  of  cargoes,  tar  cxfc'tding  in  app<>arance  and  durability  anything 
„f  tlif  kind  in  New  Orlemis,  but  in  no  way  superior  in  point  of  actutd 
convenience  to  the  iinpftrnding  wharves  of  the  city. 

"As  is  generiilly  knowi.   ^he  surliicf  of  the  alluvial  soil  of  Louisiana, 
including,  of  course,  the  sitt;  of  ihr  city,  is  considerably  below  the  river 
inordinary  stages  ot  hiyh-water,  and  fh'-  country  is  protected  from  in- 
iimlulion  by  a  raised  and  solid  embankment  cnlleti  the  *  Levee,'  ex- 
tending on  both  sides  of  the  river  below,  and  a  great  distance  above 
the  city.     Outside  of  the  levee  the  bank  of  the  river  is  called  the  'Bat- 
lure,'  which  in  many  places  is  increasing  from  the  continual  alluvial 
apposites,  while  in  other  places  the  river  has  what  is  called  'a  faUing 
bank,'  and  the  water  gradually  encroaches  on  the  land.     In  the  former 
case  the  levee  is  ndvaiiced  as  the  batture  increases,  and  this  has  been 
the  case  in  a  large  portion  of  the  front  of  New  Orleans,  where  in  some 
parts  the  levee  has,  ui  the  last  26  years,  advanced  full  1,000  feet ;  and  the 
Iront  warehouses  now  stand  for  a  long  extent  that  distance  from  the  water, 
affi)rding  a  splendid  space  for  the  vast  bulk  of  pnxluce  that  is  annually 
landed  and  shipped.     The  wharves  are  constructed  outside  the  levee 
on  massive  piles,  driven  with  a  heavy  iron  ram  into  the  mud,  and  ex- 
tending over  the  river  into  the  water  sufficiently  deep  to  admit  the 
heaviest  steamboats  and  ships  to  lie  up  against  them;  heavy  sleepers 
connect  the  piles  at  their  tops,  and  on  these  piles  the  platform  is  laid, 
of  thick  planking,  the  edges  of  which  are  separated  about  one  inch,  to 
prevent  tne  accumulation  of  dirt  which  falls  through  these  interstices 
into  the  river  flowing  below,  and  in  five  minutes  after  the  heaviest 
storm  the  whole  surface  is  in  perfect  condition  to  receive  any  description 
ol  merchandise.     These  wharves  are  thus  planked  back  until  they  join 
the  crown  of  the  levee,  in  some  places  150  to  200  feet,  which  is  made 
firm  and  solid  by  a  constant  coatmg  of  shells,  and  always  kept  in  good 
order.    One  of  these  wharves  presents  an  unbroken  front  on  the  river 
of  1,600  feet,  and  others  600  to  800  teet,  and  in  the  business  season  it 
is  usual  to  see  these  fronts  entirely  occupied  Vith  steamboats  lying 
bow  on,  and  each  with  her  stage  rigged  out  to  the  wharf,  actively  en- 
gaged in  loading  or  unloading.     The  wharves  intended  for  sea-going 
Yessels  are  detached  from  each  other  with  an  intervening  dock,  and 
each  wharf  accommodates  a  tier  of  vessels,  which,  unlike  the  steam- 
boats, are  moored  up  and  down  the  river,  one  outside  the  other,  three, 
four,  and  five  tiers  deep,  with  a  broad  common  stage  conununicating 
with  the  levee,  and  extending  on  the  bulwarks  of  the  vessels  to  the  out- 
side one;  the  timber,  plank,  and  all  the  conveniences  fb»*  this  staging, 
being  furnished  by  the  city,  who  even  also  supply  tarpaulins  to  protect 
the  goods  in  case  of  rain. 

"  These  details  are  given  to  show  to  those  who  are  fdmiliar  to  ship- 
ping, the  very  great  facilities  and  convenience  that  are  afforded  here, 
and  without  which  it  would  be  impracticable  to  get  through  the  vast 
amount  of  business  that  is  transacted  in  the  city,  except  with  great  in- 
convenience and  enormous  expense." 

Having  thus  sketched  the  commercial  position  of  the  citv,  as  it  then 
vas,  and  the  advantages  and  facUitict  wliich  it  possessed  for  a  rapid 


756 


S.  Doc.  1112. 


continued  advancement,  Mr.  Hodge  proceeds  to  predict  tlic  future 
ffreatness  of  this  depot  of  the  commerce  of  the  Mississippi  valley  and 
Uie  Gulf  of  Mexico.  H^  alludes  to  the  despatch  given  to  the  discharjL'e 
of  steamers  and  other  vessels,  and  then  passes  to  the  question  whether 
New  Orleans  will  probably  retain  her  mimense  trade,  and  how  she 
will  be  a^cted  by  the  constant  augmentation  of  population,  and  the 
inevitable  development  of  the  resources  of  the  mighty  West.  But  as 
these  speculations  with  respect  to  the  future  of  New  Orleans  have 
been  for  some  time  past  in  a  rapid  course  of  realization,  it  is  considered 
unnecessary  to  reproduce  them  here. 

The  tables  herewith  exhibited,  presenting,  somewhat  in  detail,  the 
commerce  of  New  Orleans  at  different  periods,  will  show  that  Mr, 
Hodge,  in  his  most  sanguine  predictions,  did  not  over-estimate  the  eflfcct 
which  time  would  produce,  through  the  facilities  he  then  enumerated. 

The  following  table  will  show  the  value  of  some  of  the  principal  ar- 
ticles imported  into  New  Orleans  from  the  interior,  at  several  periods 
during  the  last  ten  years: 


Articka. 


'  *) 


il 


.-    i  i 


M    ! 


-I 

:  '1 


1831-'53. 


Apples 

Bacon 

Bagging 

Bale  rope 

Beans 

Butter 

Beeswax 

Beef 

Buffalo  robes 

Cotton 

Corn-meal 

Corn 

Cheese 

Candles 

Cider 

Coal,  western 

Dried  apples  and  peaches 

Feathers 

Flaxseed , 

Flour , 

Furs , 

Hemp 

Hides 

Hay. 

Pig  iron 

Lard 

Leather 

Lime 

Lead 


$61,068 

6,348,622 

780,672 

677,040 

66,980 

411,628 

7,696 

669,657 

96,600 

48,692,222 

7,452 

1,790,663 

263,543 

323,616 

900 

426,000 

4,020 

72,275 

6,190 

3,708,848 

1,000,000 

257,235 

247,374 

160,302 

1,860 

3,926,846 

189,300 

62,881 

880,332 


1845-'43. 


$53,660 

1,671,855 

917,710 

255,061 

66,340 

203,580 

54,000 

580,784 

50,706 

33,716,256 

9,762 

1,666,181 

114,784 

31,383 

405 

131,400 

2,134 

115,176 

6,584 

3,770,932 

900,000 

309,800 

135,495 

213,810 

37,906 

2,729,381 

61,760 

8,387 

1,982,087 


1841-'42. 


$46,274 
621,912 

783,991 

443,149 

21,986 

60,572 

10,981 

86,511 

156,100 

24,425,115 

7,528 

357,434 

37,940 

14,372 

3,390 

56,292 

3,95G 

10,422 

9,588 

2,198,440 

260,000 

18,165 

32,461 

66,540 

7,084 

1,138,919 

16,920 

415 

1,053,815 


is  to  jircdict  tlic  future 
le  Mississippi  valley  anj 
!h  given  t«  the  discharge 
1  to  the  question  whether 
nse  trade,  and  how  she 
n  of  population,  and  the 
ic  mighty  West.  But  as 
5  of  Wew  Orleans  have 
alization,  it  is  considered 

somewhat  in  detail,  the 
)d8,  will  show  that  Mr. 
)t  over-estimate  the  effect 
cs  he  then  enumerated, 
some  of  the  principal  ar- 
terior,  at  several  periods, 


1845-*43. 


$53,650 
1,671,855 
917,710 
266,061 
66,340 
203,680 
64,000 
680,784 
56,705 
33,716,256 
9,762 
1,666,181 
114,784 
31,383 
405 
131,400 
2,134 
115,176 
6,684 
3,770,932 
900,000 
309,800 
135,495 
213,810 
37,906 
2,729,381 
61,760 
8,387 
1,982,087 


$46,274 
621,912 
783,991 
443,149 
21,986 
60,572 
10,981 
86,511 
166,100 
24,425,115 
7,528 
367,434 
37,940 
14,372 
3,390 
65,292 
3,950 
10,422 
9,588 
2,198,440 
260,000 
18,165 
32,461 
65,540 
7,084 
1,138,919 
16,920 
415 
1,063,815 


S.  Doc.  112. 

STATEMENT— Continued' 


757 


Articles. 


1851-'52. 


Molasses 

Oats 

Onions 

Oil,  linseed 

Oil,  castor , 

Oil,  lard 

Potatoes - 

Pork 

Porter  and  ale , 

Packing  yarn 

Skins,  deer 

Skins,  bear 

Shot 

Soap 

Staves 

Sugar 

Spanish  moss 

Tallow 

Tobacco 

Twine 

Vinegar 

Whiskey 

Window- glass 

Wheat... - 

Other  various  articles,  es 
tiuiated 

Total 


$4,026,000 

347,454 

34,368 

19,708 

120,148 

396,192 

466,190 

6,250,541 

4,060 

14,661 

24,950 

240 

67,600 

15,924 

278,122 

11,827,350 

34,976 

26,140 

7,196,185 

18,728 

552 

1,097,640 

48,127 

129,836 

5,500,000 


108,051,708 


1845-'46. 


$1,710,000 

202,039 

13,958 

31,780 

45,201 

49,614 

160,587 

3,666,054 

1,270 

5,900 

87,280 

960 

49,648 

9,082 

147,654 

10,265,750 

8,832 

148,590 

4,144,562 

4,404 

675 

936,832 

11,324 

807,672 

6,000,000 


77,193,464 


1841-'42. 


$460,000 

337,969 

66,676 

10,675 

183,300 


39,302 

1,542,467 

4,112 

4,552 

32,194 

2,500 

51,240 

5,796 

35,000 

3,600,000 

12,192 

76,065 

3,699,160 

10,790 

1,563 

360,070 

11,044 

337,215 

3,000,000 


45,716,045 


The  annexed  table  exhibits  the  total  valuation  of  property  from  the 
I  interior  during  the  last  eleven  years. 


1851-'52 

1850-'61 
1849-'50 
lS48-'49 
lS47-'48 
!  1846-'47 


$108,051,708 
106,924,083 
96,897,873 
81,989,092 
79,779,161 
90,033,256 


1845-'46 
1844-'45 
1843-'44 
1842-'43 
1841-'42 


$77,193,464 
57,199,122 
60,094,716 
63,728,054 
45,716,046 


i  '^  It.  V" 


\ 


758 


S.  Doc.  112. 


Statement  shotdng  tJie  value  of  exports  and  imports  at  New  Orleans,  amiu- 
ally,  from  1834  to  1S51  inclusive. 


r 
J 


f  ;. 


' 

^altt*  of  export*. 

Year. 

Value  of  importi. 

Domeitie  produce, 

Foreign  mer- 

Total. 

Ac. 

ehamtice. 

1834 

$22,848,995 

S2,797,917 

$26,646,912 

$13,781,809 

1835 

31,265,015  , 

5,005,808 

36,270,823 

17,619,814 

1836 

32,226,565 

4,953,263 

37,179,828 

15,113,265 

1837 

31,646,275 

3,792,422 

36,338,697 

14,020,012 

1838 

30,077,53% 

,   1,424,714 

31,502,248 

9,496,808 

1839 

30,995,936 

2,185,231 

33,181,167 

12,064,942 

1840 

32,998,059 

1,238,877 

34,236,936 

10,673,190 

1841 

32,865,618 

1,521,865 

34,387,483 

10,256,322 

1842 

27,427,422 

958,753 

28,386,175 

8,031,190 

1843 

26,653,924 

736,500 

27,390,424 

8,170,015 

1844 

29,442,734 

1,055,573 

30,498,307 

7,826,759 

1845 

25,841,311 

1,316,154 

27,157,465 

7,345,010 

1846 

30,747,53» 

528,171 

31,275,704 

7,222,941 

1847 

41,788,303 

233,660 

42,021,963 

9,222,504 

1848 

39,350,148 

1,617,229 

40,967,377 

9,380,439 

1849 

36,957,118 

654,549 

37,611,667 

10,050,697 

1850 

37,698,277 

407,073 

38,105,350 

10,885,775 

1851 

53,968,013 

445,950 

54,413,963 

12,958,294 

Statement  of  th 

le  receipts  on  account  of  duties  collected  at  New  Orhamfrm  \ 

1835  to  the  3 

0/A  of  June,  1852,  inclusive. 

1835 
1836 
1837 
1838 
1839 
xS40 
1841 
1842 
1843 


$857,13112 
1,218,435  21 
988,973  43 
734,578  821 
2,115,219 
1,505,845  3]  I 
1,961,859  71 1 
2,319,370  21 
2,282,082  2s 


fit  at  New  Orleans,  amt- 
tuice. 


Total. 


Value  of  inporti. 


J6,646,912 

36,270,823 

37,179,828 

36,338,697 

31,602,248 

33,181,167 

34,236,936 

34,387,483 

28,386,176 

27,390,424 

30,498,307 

27,167,466 

31,276,704 

42,021,963 

40,967,377 

37,611,667 

38,106,360 

64,413,963 


S13,781,809 
17,619,814 
15,113,265 

14,020,012 

9,496,808 

12,064,942 

10,673,190 

10,256,322 

8,031,190 

8,170,015 

7,826,759 

7,345,010 

7,222,941 

9,222,504 

9,380,439 

10,050,697 

10,885,775 

12,958,294 1 


>Uected  at  New  Orleans  frm  \ 
2,  inclusive. 


$857,131  12 
1,218,435  24 
988,973  43 
734,578  821 
2,115,219 
1,505,845  341 
1,961,859  71 1 
2,319,370  21 
2,282,082  2s 


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S.  Doc.  112.  7B9 


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S.  Doc.  112. 


'=^"1 


MOBILE,  ALABAMA.  ■  ^    •-        ;        ; 

Mobile  is  situated  on  a  bay  and  river,  bearing  the  same  name,  'm* 
at  the  point  where  the  latter  enters  the  former,  and  about  thirty  mile* 
from  the  entrance  of  the  bay  into  the  Gulf  of  Mexico,  It  is  in  latitude 
30°  40'  north,  and  longitude  88°  21'  west.  The  city  is  on  the  west  side 
of  the  river,  distant  from  Pensacola,  Florida,  56  miles ;  from  New 
Orleans  160  miles,  from  Tuscaloosa  217  miles,  and  from  Washintnoti 
1,013  miles.  It  had  a  population  in  1830  of  3,194  persons;  in  1840 
of  12,672;  and  in  1860,  of  20,613 :  showing,  from  1830  to  1840,  a 
duplication  about  once  in  five  years,  and  from  1840  to  1860,  a  rate  of 
duplication  once  in  about  sixteen  years.  About  forty  miles  above  the 
city.  Mobile  river  is  formed  by  the  junction  of  the  waters  of  the  Tom- 
bigbee  and  Alabama  rivers.  These  latter  are  both  navigable  for  steam- 
ers, and  a  portion  of  the  distance  for  vessels.  Steam  navigation  on  the 
Tombigbee  extends  to  Tuscaloosa,  Alabama,  and  Columbus,  Missis- 
sippi. Vessels  requiring  five  or  six  feet  draught  of  water  can  ascend 
to  St.  Stephens,  about  ninety  miles  from  the  bay.  The  Alabama  river 
is  navigable  by  steamers  to  Montgomery,  three  hundred  miles ;  and  by 
vessels  drawing  five  to  six  feet,  one  hundred  miles,  to  Claiborne. 

Mobile  bay  is  about  thirty  miles  in  length,  with  an  average  breadth 
of  twelve  mdes.  The  principal  channel  lirom  the  gulf  has  a  depth  of 
eighteen  feet  water  at  low  tide,  and  on  the  upper  bar,  near  the  moulh 
of  the  river,  there  is  about  eleven  feet  at  low  tide;  and  eighteen  to 
nineteen  feet  at  high  water.  Owing  to  this  fact,  vessels  of  heavy  draught, 
when  laden,  have  to  proceed  to  sea  at  high  tide.  The  tonnage  registered 
and  enrolled  at  this  port,  in  1840,  was  17,243;  in  1841,  it  was  15,714; 
in  1846, 22,637 ;  and  in  1851,  it  was  27,327  tons.  The  tonnage  entered 
and  cleared  from  and  to  foreign  ports  in  those  years  was  as  follows : 


Tears. 


1841 
1845 
1861 


Entered. 


Tons. 
60,548 
77,190 
55,684 


Cleared. 


Tons. 
83,276 
97,051 
121,265 


Total. 


Tons. 
143,824 
174,241 
176,949 


The  region  of  country  around  Mobile,  and  flanking  Mobile  river  and 
its  various  affluepts,  possesses  a  soil  of  the  most  fertile  character,  which, 
being  reduced  to  a  high  state  of  culture,  must  look  to  Mobile  as  the 
depot  for  the  shipment  of  surplus  products,  as  well  as  the  entrepot  for 
all  foreign  supplies,  or  necessaries  not  produced  in  that  section.  The 
face  of  the  country  is  level,  and  remarkably  adapted  to  the  ciieap  con- 
tsruction  of  railways.  It  will  be  seen  by  reference  to  page  3^  /  of  tliis 
report,  that  this  feature  in  the  topography  of  the  country  has  not  been 
overlooked,  and  that  several  very  important  lines  of  railway  are  already 
under  contract,  and  in  progress  toward  completion,  which  must  largely 
increase  the  commerce  of  Mobile,  not  only  with  the  surrounding  coun- 


S.  Doc.  112. 


781 


ing  the  same  name,  m^i 
!r,  and  about  thirty  miles 
Mexico,  It  is  in  latitude 
he  city  is  on  the  west  side 
a,  66  miles;  from  New 
;s,  and  from  Washington 
3,194  persons ;  in  1840, 
ig,  from  1830  to  1840,  a 
m  1840  to  1850,  a  rate  of 
)ut  forty  miles  above  the 
r  the  waters  of  the  Tom- 
both  navigable  for  steam- 
Steam  navigation  on  the 

a,  and  Columbus,  Missis. 
ight  of  water  can  ascend 
bay.  The  Alabama  river 
e  hundred  miles ;  and  by 
niles,  to  Claiborne, 
with  an  average  breadth 
1  the  gulf  has  a  c'epth  of 
pper  bar,  near  the  mouth 
ow  tide;  and  eighteen  to 
,  vessels  of  heavy  draught, 

b.  The  tonnage  registered 
in  1841,  it  was  I5,7U; 

ons.    The  tonnage  entered 
years  was  as  follows : 


9d. 

Cleared. 

Total. 

Tons. 

Tom. 

48 

83,276 

143,824 

dO 

97,051 

174,241 

B4 

121,265 

176,949 

„v,  but  with  foreign  ports.  The  following  ttatistics  of  the  trade  and 
tommerce  of  the  port  during  several  years  pjist,  compiled  from  various 
Lhentic  sources,  will  show,  that  with  only  some  tive  or  six  hundred 
Wes  of  river  navigation,  by  which  to  reach  the  interior,  her  business 
Cis  reached  a  very  enviable  position,  both  in  imports  and  exports.  It 
Laid  be  remembered,  moreover,  that  Alabama  is,  comparatively,  a 
lew  State,  and  nriore  sparsely  settled  than  many  others,  all  parts  of 
Ihifh  are  more  directly  accessible  by  natural  channels.  Mobile  can 
Ldly  be  said  to  have  comnienced  her  growth  till  since  1830,  since 
Vhich  period  she  has  grown  in  a  more  rapid  ratio  than  any  other  south- 
"rn  city.    The  agricultural  resources  of  the  State  of  Alabama  are  sup- 

losed  to  be  second  to  those  of  hardly  any  other  for  the  production  of 
Jie  staple  articles  of  that  climate ;  and  when,  three  years  hence,  nearly 
L-erv  portion  of  the  State  will  become  directly  connected  with  Mobile 
lyt^e  completion  of  her  system  of  railways,  it  may  well  be  expected 
hat  the  growth  of  that  city  will  increase  beyond  all  previous  periods 

"her  history. 

Memcnt  showing  the  exports  and  destination  of  cotton  from  the  jmrt  of  Mo- 
bile  during  the  last  ten  years  ending  August  31. 


flanking  Mobile  river  and 
)st  fertile  character,  which, 
lUst  l(x>k  to  Mobile  as  the 
as  well  as  the  entrepot  for 
ced  in  that  section.  The 
adapted  to  the  cheap  con- 
brence  to  page  3b  /  of  this 
the  country  has  not  been 
ines  of  railway  are  akeady 
etion,  which  must  largely 
iih  the  surrounding  coun- 


Years. 


Great  Britain. 


Bates. 
307,513 
250, 118 
162, 189 
290,836 
228, 329 
131, 156 
206,772 
269,037 
204,242 
3i5,029 
185,414 


France. 


Bales. 

95,917 

46,005 

39,973 

63,290 

61,812 

39,293 

66,821 

68,789 

49,611 

53,645 

49,544 


Other  foreign 
porta. 


Bales. 
27,048 
m,  373 
11,927 
44,525 
29,070 
19,784 
26,824 
52,811 
18,885 
26,!K)3 
6,919 


U.  States. 


Bales. 
144,626 
96, 029 
111,452 
140,993 
120, 350 
116,674 
115, 164 

i:w,60i 

195,714 

U:i,6GS 

V7, 161 


Total. 


Bales. 
575, 104 
418,  .'.25 
325,  .'>4 1 
539, 642 

439,  rm 
306,907 
415,581 
521,238 
465,462 
479,245 
319,038 


This  Statement  exhibits  very  little  evidence  of  an  extension  of  the 
la  cultivated  during  the  series  of  years  presented,  which  is  a  cor- 
oiation  of  the  necessity  for  easy  communication  with  a  market. 
|er  the  opening  of  the  railways,  no  doubt  a  rapid  gradual  increase 
[the  exports  of  cotton  will  be  observed.  Besides  cotton,  a  large 
ptity  of  staves,  lumber,  and  naval  stores  are  8hi[)pcd  from  Mobile 
Iwarcl.  The  business  in  staves  and  lumber,  during  the  last  three 
krs,  was  as  follows : 


Articles. 

1852. 

1851. 

1850. 

res 

red  lumber 

...No.. 
..feet.. 

228,481 
10,189,665 

360,779 
6,816,064 

677,943 
7,293,896 

?fe 


Ff  i 


tf^i 


1  tf?! 

1  m 


wHkS|   \ 

r- 

■1 

1 

^1 

,  s 

* 

^^i 

; 

4 

i 


762 


S.  Doc.  112. 


Sfntemenl  showing  the  mtantity  of  tome  of  the  principal  articles  of  inipor\ 
into  the  port  of  Mobile  during  the  last  Jive  years  ending  Avguti  3]J 
1862. 


Article!. 


Darning.. 
Iliite  r»p« 
lUwAtn ... 
C«flr«e... 

Com 

YUmt .... 

IIn/ 

L»rd 

LInw .... 

OniM 

l'<»tato«» . 

V»rk 

Rice..... 

Mi 

Stiffiir.... 
Wtii»licy. 


1853. 


17,012 
16,585 
11,500 
28,538 
83,380 
74,329 
26,852 
22,481 
31,027 
18,095 
20,985 
22,014 
15,589 

1,491 
154,351 

6,083 
15,597 


1851. 


30,402 
30,926 
16,637 
25,236 
98,086 
95,054 
27,143 
20,021 
23,745 
23,673 
29,121 
16,248 
23,949 
1,832 
128,700 
6,634 
28,868 


1850. 


24,901 
22,460 

9,269 
18,928 
79,038 
70,570 
23,189 
10,562 
19,322 
18,042 
12,429 
20,243 

8,016 

1,387 
154, 183 

7,760 
21,440 


1849. 


29,200 
26,679 

6,482 
26,104 
25,573 
52,311 
17,470 

8,044 
21,1.'>5 
10,647 
15,390 
19,041 

5,282 

1,169 
131,273 

5,528 
17,895 


1848. 


The  total  value  of  the  foreign  imports  at  Mobile,  during  the  lastiw 
years,  may  be  seen  by  the  figures  annexed : 


Yean. 

Value  of  imports. 

Duties  collectui 

1852 

$701,918 
440,404 

$131,21 
96,2; 

1861 

Increase 

261,514 

34,9/ 

This  shows  an  increase  of  about  sixty  per  cent,  in  one  year,  which] 
certainly  very  handsome,  and  augurs  well  for  the  future  prospects  i 
Mobile  m  the  direct  import  trade. 

The  present  may  well  be  termed  the  railway  era ;  and,  perhapj 
there  is  no  other  place  in  the  whole  confederacy  likely  to  experiem 
greater  benefits,  in  proportion  to  its  present  population,  from  suchiJ 
provcments  than  Mobile.  The  railways  now  in  progress,  terminatij 
at  that  point,  must  constitute  her  ihe  entrepot  of  foreign  supplies  tor 
very  large  extent  of  country. 

The  annexed  table  will  show  the  tonnage  entered  from  and  clearedj 
fijreign  ports,  in  the  district  of  Mobile,  during  a  long  series  of  yearsj 
from  1826  to  1851,  inclusive.  For  reasons  explained  elsewhere.i 
tonniige  cleared  best  exhibits  the  amount  engaged  in  the  export  i 
of  that  city. 


principai  articles  of  im]»n 
c  years  ending  Avgutt  31] 


18S0. 


1849. 


1848, 


84,901 
22,460 
9,269 
18,928 
79,038 
70,570 
23,189 
10,562 
19,322 
18,042 
12,429 
20,243 
8,016 
1,387 
154, 183 
7,760 
21,440 


29,200 
26,679 
6,482 
26,104 
25,573 
52,311 
17,470 
8,044 
21,155 
10,647 
15,290 
19,041 
5,282 
1,169 
131,273 
5,528 
17,895 


2J,2 

27,0 

11,3 

26,4l| 

21,,'i 

33,0 

11,:^ 
in,8 

9,' 
15,2 
13,1«| 
29,( 

11,: 
li 

70,J! 
7,( 
2U 


1; 


Mobile,  during  the  last  i\! 


Value  of  imports. 


$701,918 
440,404 


Duties  collect 


261,514 


$131,2l| 
96,21 


34,91 


»er  cent,  in  one  year,  which] 
11  for  the  future  prospects  { 

I  railway  era;  and,  perkij 
ifederacy  likely  to  experienJ 
ent  population,  from  suchii 
now  in  progress,  terminati 
xpot  of  foreign  supplies !'« 

ige  enterea  from  and  cleareJJ 
uring  a  long  series  of  yearsf 
sons  explained  elsewhere,  i" 
■^engaged  in  the  export tn 


i«s 


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in 


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S.   Doc.  112. 


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764 


S.  Doc.  112. 


FLORIDA. 


|P-/?1 


'.-.4' 


?;:;■  f 


The  geographical  position  of  this  State,  the  peculiar  productions  tg 
■which  its  climate  and  soil  are  adapted,  its  extensive  seacoast,  and  nuJ 
merous  rivers  and  harbors,  and  its  various  and  valuable  resources,  anj 
especially  its  important  relation  in  respect  to  the  commercial  aftd  n^l 
igating  interests  of  the  other  States,  render  a  particular  notice  of  it  \^ 
this  report  peculiary  appropriate.     Communications  addressed  to  thei 
undersignea  by  citizens  of  that  State,  in  response  to  notes  requcstini;  in 
formation  for  such  notice,  are  published  herewith.     Some  ot  iho  docuJ 
ments  accompanying  these  letters  are  appended.      The  inli)rmutioii[ 
contained  iu  these  letters  and  documents  m  relation  to  the  internal  imJ 
provement  of  the  State,  and  of  its  rivers  and  harbors,  to  its  productionsf 
and  resources,  and  its  present  trade  and  commerce,  and  that  anticiJ 
puted,  is  so  copious  that  it  is  not  deemed  necessary  to  make  any  adJij 
tions.     Though  these  papers  are  voluminous,  and  tnough  there  are  miitJ 
ters  mentioned  in  them  not  directly  pertinent  to  the  object  of  the  reso 
lutions  of  the  Senate,  under  which  this  report  is  made,  and  notwitk 
standing  the  undersigned  may  not  coincide  with  the  intelligent  writerJ 
in  all  respects  as  to  some  matters  they  refer  to,  yet  it  has  been  codJ 
sidered  just  to  them,  and  to  the  State,  not  to  exclude  any  p^r"  of  then 
A  paper  respecting  "  the  Gulf  of  Mexico  and  Straits  of  Florida,''^  m 
pared  chiefly  from  notes  and  data  furnished  by  an  intelligent  anH  dis- 
tinguished  oflScer  of  the  engineers,  and  a  map  made  by  the  "  Coast 
Survey,"  to  accompany  that  paper,  are  also  herewith  published,  aJ 
being  of  general  and  national  interest,  and  especially  to  the  trade,  com-f 
merce,  and  navigation  of  the  United  States. 

As  stated  in  the  papers  now  published,  though  Florida  can  furnisll 
ample  and  superior  materials  for  ship-building  from  her  inexhaustil) 
forests-,  but  few  vessels  are  built  in  that  State;  and  in  fact  most  of  ihosel 
employed,  and  even  most  of  those  owned  in  Florida,  me  owned  ani 
navigated  by  citizens  originally  from  the  northeastern  States.   Tliel 
business   of  wrecking  on   those  dangerous  coasts  and  reefs  is  akoT 
pursued  principally  by  the  same  class  of  persons,  now  residents  of  the! 
keys,  and  other  residents,  emigrants  from  the  Bahamas,  who  have  be-l 
come  citizens  of  the  United  States,  and  by  Cuban  Spaniards.    It  iiiayl 
also  be  observed,  that  intelligent  persons,  acquainted  with  this  subjedi 
have  suggested  that,  upon  a  rigorous  exclusion  by  the  British  inipcriall 
and  colonial  governments  of  our  fishermen  from  just  participation  in  tbl 
northeastern  fisheries ;  the  latter  may  find  in  those  at  the  southern  eiJ 
tremity  of  the  Union,  resources  for  similar  employment,  equally  profita- 
ble to  them,  and  as  advantageous  to  the  confederacy;  and  tlwttlie| 
realization  of  such  prediction  may  injuriously  affect  the  trade  and  interl 
ests  of  the  British  colonies.     One  great  advantage  of  the  southern  i4 
eries  is,  that  they  may  be  carried  on  throughout  the  year.    Such  diverJ 
sion  of  the  occupation  of  our  hardy  eastern  fishermen  from  the  fisheriesj 
now  used  by  them  to  those  appurtenant  to  the  State  of  Florida,  worn 
also  be  accompanied  by  a  large  increase  of  the  vessels  built  in 
State  by  mechanical  labor  now  employed  in  the  eastern  Sfcites  in  suclj 
business.     The  injurious  effect  upon  the  similar  interests  of  the  Britiiil 
colonies  can  readily  be  anticipated,  and  particulary  when  it  is  consid-l 


S.  Doc.  112. 


165 


lertd  that,  in  the  climate  of  Florida,  mechanical  labor  can  jilso  be  em- 
Iplovetl  without  cessation  throughout  all  seasons. 

the  papers  now  published  refer  to  other  matters  worthy  of  invcsti- 
Ltion  and  deliberate  reflection  by  the  statesmen  of  this  confederacy. 
iTlie  great  importance  to  the  commercial  and  navigating  interests  of  the 
jitliintic  ports  and  of  the  gulf,  extending  beyond  the  Isthmus  ot  Panama, 
jfcompletinij  at  an  early  period  the  fortifications  at  Key  West  and  at 
lortugas— of  expediting  the  valuable  laljors  of  the  "Coast  Survey"  in 
iat  quarter— of  erecting  proper  light-houses,  beacons,  and  buoys,  &c., 
ton  the  keys  and  coasts— of  making  Key  West  a  naval  station  and  a 
Uicipal  commercial  depot  and  rendezvous  for  our  shipping,  and  a  point 
'or  the  deposite  of  coal  and  provisions  in  large  quantities,  and  of  having 
public  navy-yard  there — is  strongly  and  cogently  contended  for  in 
Jiose  papers.     Doubtless,  when  the  extensive  fortifications  now  in  pro- 
cess at  the  two  points  designated  are  completed,  our  naval  vessels, 
liough  of  inferior  force,  can  readily,  in  case  of  war  with  any  other  na- 
|i(in,  by  operating  from  Key  West  and  from  the  Tortugas,  owing  to 
hfir  peculiar  position,  keep  the  Carribean  sea,  the  Gulf  of  Mexico,  the 
jiraits  of  Florida,  and  the  entire  southern  coast  of  the  United  States, 
tee  from  the  depredations  of  any  naval  enemy.    When  steamers  be- 
Ue  more  generally  substituted  for  sailing-vessels,  the  long  and  cir- 
luitous  voyage  that  large  vessels  from  Atlantic  ports  to  the  Gulf  of 
llexico,  and  further  south,  now  often  make  through  the  Mona  passage, 
t through  the  "Windward  passage,"  and  going  on  the  south  side  of 
tuba,  (and  around  Cape  Antonio,  when  bound  into  the  gulf,)  can  be 
jioided,  thereby  saving  several  hundreds  of  miles  of  navigation  gen- 
tally  with  unfavorable  winds.     It  has  been  estir^  ited  that  exceeding 
|ur  hundred  millions  of  dollars  in  Vidue  in  ships,  merchandise,  and  pro- 
tee,  (a  large  proportion  of  the  two  latter  items  from  and  to  the  valley  of 
le  Mississippi,)  annually  passes  near  to  Key  West  and  Tortugas,  and 
kn  be  protected  or  controlled  from  such  points.     By  the  completion  of 
ipropopcd  improvements  of  the  routes  of  passage  or  transit  between 
;  Atlantic  and  Pacific  oceans,  at  Atrato,  at  Panama,  or  at  Nicaragua, 
b(l  especially  if  the  route  at  Tehuantepec  should  be  made  suscepti- 
e  of  passage  by  a  canal  or  transit  by  a  railroad,  the  amount  of  property 
at  will  pass  near  to  the  two  points  designated  will  be  immensely 
bmented. 

[Amongst  the  topics  referred  to  in  the  papers  now  published,  is  the 
eged  probability  of  the  extensive  substitution,  before  the  lapse  of 
ny  years,  of  oils  produced  from  the  turpentine  and  rosin  of  the 
pthern  States,  for  spermaceti  and  other  oils.  If  full  credence  is  yielded 
[the  writer's  anticipations — that  resinous  oil  (recently  highly  improved 
[to  its  manufacture)  is  destined  to  affect  the  profits  of  the  labor  and 
pital  of  the  eastern  States,  now  so  extensively  employed  in  the  whale 
heries,  and  already  greatly  reduced  by  the  decrease  of  the  sperm 
lale— this  subject  becomes  one  worthy  of  grave  consideration.  It  is 
eged  that,  on  account  of  its  cheapness,  resinous  oil  is  already  em- 
lyed  in  the  adulteration  of  most  other  expensive  oils,  and  that  it  is 
[inning  to  be  much  used  for  machinery,  for  various  manufactures, 
for  lights,  in  lieu  of  other  oils. 


T66 


S.  Doc.  112. 


'i: 


Reflection  upon  the  suggestions  just  adverted  to,  jind  olherg  com 
mined  in  the  letters  respecting  P'lorida,  annexed  hereto,  and  the  acJ 
compimying  statistical  data,  shows  how  closely  blended,  and  iniimatelvl 
interwoven  with  each  other,  are  the  interests  of  the  most  remote  siO(>| 
tions  of  this  confederacy,  and  how  strong  the  bands  are  by  which  the! 
perpetuity  of  our  glorious  and  happy  Union  is  secured.    If  the  interestjl 
of  one  kind  of  industry  in  one  section  are  asstiiled  and  injured  by  fori 
eign  illibcrality,  there  soon  opens  in  another  purl  of  this  vast  empire  j 
new  field  for  employment  ot  a  congenial  character,  to  which  that  iiK 
dustry  can  be  profitably  applied.     And  they  show  that,  upon  the  dej 
crease  of  an  important  article  of  commerce,  and  valuable  for  use  to  \U 
whole  country,  the  enterprise  and  ever-ready  inventive  talent  ot'ou] 
countrymen  soon  find  new  and  fully  commensurate  means  of  supplyinj 
the  necessities  of  civilized  life  and  the  wants  of  commerce.    A  choad 
substitute  for  the  product  of  distant  seas  is  obtained  Irom  our  illimitable 
and  exhaustless  forests,  and  new  employment  in  its  procurement  an! 
manufacture. 

The  suggestions  in  the  paper  upon  the  ♦  Cotton  Crop  of  the  Unitei 
States,"  appended  hereto,  and  in  rclatwtn  to  the  vastcapabihliesofth; 
region  of  this  continent  designated  therein  as  the  **  Cotton  Zone,^U 
yet  but  partially  developed,)  and  as  io  the  effect  of  the  increased  m 
duction  of  that  highly  important  staple  upon  the  destinies  of  this  coiiJ 
tederacy,  deserve  deliberate  attention  and  reflection.  This  topic  m 
been  heretofore  alluded  to  in  this  report,  but  it  is  deemed  proper  m 
publish  the  fuller  statistical  data  in  relation  to  cotton  afforded  by  tbil 
paper,  compiled  from  the  best  authorities.  The  influence  of  the  interl 
ests  of  that  region,  and  (  f  the  commercial  and  navigating  interests  i 
other  sections,  based  upon  and  connected  with  it,  is,  m  the  conduct  i 
the  government  of  this  country,  conducive  to  the  preservation  of  peaci 
with  other  nations,  and  especially  wi.li  those  nations  that  afford  profit] 
able  markets  for  that  product.  The  restraints  imposed  by  self-interwj 
upon  those  foreign  governments  which  must  look  to  such  products  i 
the  means  for  employment  of  several  millions  of  manufacturing  laborl 
crs,  and  hundreds  of  millions  of  capital,  and  as  the  basis  of  their  coid 
mercial  prosperity,  from  heedlessly  engaging  in  disputes,  or  comiiiL 
into  collision  with  us,  are  much  more  powerful  and  effective  in  the  prel 
ervation  of  amity  than  treaty  stipulations,  however  formally  and  d 
emnly  concluded. 

The  treasury  tables  show  the  value  of  all  our  domestic  exponi 
to  foreign  countries,  for  the  last  ten  years,  to  be  about  $1,268,332,00 
the  annual  average  value  to   be  about  $125,583,000.    Of  these 
south  and  southwestern  States  (being  the  region  before  mentioned  a 
the  "  Cotton  Zone")  have,  in  the  same  period,  exported  upwari«ij 
$661,767,000  worth  of  cotton,  being  an  average  amount  of  $65,176,7(l| 
in  each  year ;  and  it  is  estimated  that  upwards  of  $40,000,000  is  mi 
annually  used  for  home  consumption,  and  for  manufacture  in  the  Units 
States  tor  exportation.     The  aggregate  amount  exported  in  1849  i 
1851,  of  the  crops  of  cotton  of  1848  and  1850,  exceeded  two  thousi 
millions  of  pounds ;  and  the  avails  of  the  exports  of  the  crop  of  IS 
amounted,  alone,  to  $1 12,315,317.     The  same  tables  show  the  prodiH 
lion,  exportation,  and  home  consumption  of  rice,  and  other  products  li 


S.  Doc.  112. 


767 


Itlif  region  referred  to.     The  upwr  MisMiasippi,  or  western  Stntes,  ex  port 
L foreign  countri«!8  chiefly  breudstuflH, prnviHionji, niul  the  like.     The  an- 
lual  ftverngeof  the  lust  exiK)rl8  sincified  (or  the  lust  ten  years,  from  uU  the 
|stutc8,  is  less  thnn  827,0UU,000.     Most  of  uU  these  varied  pnMluets  are 
arried  to  foreign  countries  by  Anujricun  vessels,  owned  in  th«'  niid<lle 
ind  eiwlern  Stutes,  und  manned  hv  American  seamen  from  the  same 
liection.    The  return  cm-goes,  purchased  willi  the  prweeds  of  such  pro- 
dutls,  we  chiefly  obtuined  through  the  agency  ot  the  intelligent  mer- 
chants o(  the  Atlantic  cities,  who  thus  protect  the  agriculturist  from 
[he  unjust  exactions  of  a  foreign  trader,  unrestrained  by  a  res|K)n8ibility 
hat  can  be  enforced  by  owr  judicial  tribunals,  and  without  the  stimu- 
jnts  to  fair  dealing  springing  from  the  ties  of  interest  and  feeling  cre- 
dited by  national  brotherh(K)d. 
How  cheering  is  the  confidence  these  things  inspire  in  every  truly 
American  heart,  that  the  bands  of  union  between  the  United  States 
fannot  be  rent  asunder  by  the  efforts  of  foreign  foes.     They  show  that 
[he  infinite  and  varied  resources  of  these  States  render  them  iudepend- 
Utof,  and  impregnable  to,  any  efl()rts  from  abroad  to  injure  our  com- 
nercial  or  other  industrial  pursuits,  by  illiberal  exactions,  impositions, 
estriclions,  or  prohibitions.     They  show  that  we  have  within  ourselves 
he  means  and  ability  to  meet  und  counteract  any  and  all  illiberality ; 
nJ  ihey  also  show  that  the  preservation  of  our  mutual  interests,  and 
je  prosperity  of  our  common  country,  depend,  imder  I'lovidence,  upon 
lurseives  alone ;  and  that  the  cultivation  of  fraternal  feelings  and  good 
fill,  the  strict  and  faithful  observance  of  the  stipulations  of  our  consti- 
itional  compact,  and  the  never-ceasing  inculcation  and  rigid  obsevv- 
jceof  just  and  liberal  principles  and  rules  of  conthict  towards  each 
ither  in  all  things,  is  the  high  and  solemn  duty  of  every  American 
litizen. 

The  amount  contributed  by  those  States  bordering  on  the  Gulf  of 
lexico  justifies  me  in  calling  attention  to  the  following  letter  from  the 
L'sistant  Secretary  of  the  Treasury,  W.  L.  Hodge,  Esq. : 

Washington,  1852. 

My  Dear  Sir:  In  reply  to  your  inquiry  as  to  the  probable  annual 
lalue  of  the  trade  of  the  American  ports  in  the  Gulf  of  Mexico,  I  do 
lot  exactly  understand  whether  you  mean  to  confine  it  merely  to 
Jlie  value  of  the  merchandise  which  arrives  at  and  leaves  those  ports, 
Irto include  likewise  the  value  of  the  shipping  employed  in  the  trans- 
lortation  of  that  merchandise.  In  connexion  with  the  question  of  a 
Ihip-canal  through  Florida,  the  Senate,  in  the  late  session  of  Congress, 
Bquested  information  from  the  Treasury  Department  as  to  the  probable 
jalueoi'the  property  which  annually  passed  round  Cape  Florida,  which 
lie  department,  in  its  answer  to  the  resolution,  estimated  at  two  hun- 
jredand  fifty  millions  of  dollars.  This  estimate  seems  large,  and  was 
(enerally  so  considered  at  the  time,  but  I  am,  on  further  reflection, 
Bw  convinced  that  it  was  an  under  instead  of  an  over  estimate,  and  I 
ill!  give  you  the  data  on  which  this  opinion  is  founded. 
I  The  great  difficulty  in  arriving  at  the  true  value  of  the  Gulf  trade,  is 
ts.  impossibility  to  ascertain  the  amount  of  the  coasting  trade  from  the 
Atlantic  ports,  as  no  record  is  furnished  to  the  custom-house  of  even 


"• 


i;^ 


pi    ! 


mu 


I4:t 


':■■   i 


768  S.  Doc.  112. 

the  kind  of  ^nnds  shipped  constwise ;  and,  of  course,  nothing  cvtn  ntvl 
proiichitig  to  the  correct  vnlue  can  h*}  ascertained  from  the  outwi,L| 
tnaniti'Hts.     Perhnps  the  most  valuable  carg«K?«  8hip[K'd  in  Aujoricanl 
ports  are  those  by  the  pncket-ships  to  New  ()rleans,  I'rom  Boston,  NV^r| 
York,  and  Philadelphia,  and  I  have  no  doubt  that  some  single  cartfi^J 
are  not  unfrequcntly  worth  one  million  of  dollars,  and  that  half  u  lJ^\A 
lion  is  a  very  eoiiiinon  value  for  them.     Some  four  years  since,  one  ofl 
these  Boston  packets — a  vessel  of  1 ,000  tons — was  missing,  nndcnn.! 
siderable  anxiety  was  felt  lor  her  safety,  and  from  the  inquiries  made  I 
as  to  the  amount  of  insurance  effected  on  her  cargo,  and  the  ascertained  I 
value  of  some  of  the  heaviest  invoices  by  her,  it  was  pretty  well  agtcr.l 
tained  that  her  cargo  was  worth  $700,000.     When  it  is  recollected  that! 
the  entire  supplies  of  the  States  on  the  lower  Mississippi,  and  a  large! 
I>ortion  of  those  for  the  States  higher  up  that  river  and  its  tribut(irie»,nrel 
received  through  that  city,  the  magnitude  of  them  may  to  some  extent  be  I 
appreciatefl.  Tlie  value  of  goods  arriving  at  New  Orleans  from  the  AmerJ 
ican  Atlantic  ports,  I  shoultl  think  would,  at  a  low  estimate,  be  at  least! 
fifty  millions  of  dollars;  but,  in  order  to  fje  perfectly  on  the  safesideinl 
this  respect,  I  will  estimate  at  that  sum  all  the  supplies  thus  received  atl 
all  the  Gulf  ports,  including  New  Orleans,  Mobile,  l*ensacola,  8t.  Marks  I 
Appalachicola,  and  all  the  ports  of  Texas.  I 

The  value  of  foreign  importations  at  New  Orleans  is  aboat  fifteenf 
millions  of  dollars,  and  for  the  other  ports  of  the  Gulf  not  less  ihanfivel 
millions  more. 

Very  correct  statistical  details  are  kept  at  New  Orleans  of  all  the  re- 1 
ceipts  of  produce  from  the  interior,  with  thequantity  of  each;  and  an  I 
animal  statement  is  published,  with  the  estimated  value,  based  Ujwnthe 
current  pricci  of  the  year,  approximating,  probably,  as  near,  or  morel 
near  to  the  true  value  than  such  statements  usually  do.  These  state- 
inents  show  that  the  value  of  this  produce  annually  received  at  New! 
( )rleans  fiom  the  interior  ranges  from  ninety  to  ninetj^-five  millions  ofl 
dollars;  and  allowing  ten  millions  for  the  local  consumption,  it  would [ 
leave  eighty  to  eighty-five  millions  of  dollars  as  the  annual  value  oil 
the  cjTJor/ trade  of  New  Orleans. 

Mobile  exports  little  but  cotton,  and  the  average  receipt  of  Avlii 
there,  is  about  500,000  bales,  worth  at  present  prices  about  $;22,OOO,0 
The  expoits,  including  cotton  from  the  ports  of  Florida,  and  those  Imml 
Texas,  may,  in  the  aggregate,  be  safely  placed  at  ten  millions  more,! 
showing  a  total  of  exports  from  the  American  ports  on  the  Gulfof| 
about  $115,000,000. 

Upon  the  above  data,  then,  the  statement  of  the  merchandise  enteringl 
and  leaving  the  American  ports  of  the  Gulf  will  be  as  follows: 

Foreign  imports 820,000,0 

Co.istwise  imports 50,000,0 

Exports 115,000,0 

Making  a  total  of 185,OOO,000| 

as  the  aggregate  value  of  the  merchandise  shipped  and  received  at| 
those  ports. 

I  have  not  at  hand,  for  reference,  the  record  of  shipping  arrivinjl 


a  Doc.  112. 


769 


6nm  thf'  occnn  nl  New  Orlenns  nnrnuilly,  but  it  cxcrrds  000,000  tons, 
,n(l  at  nil  tlio  other  ports  of  the  (»ult'  it  would  probiihly  lie  .'JOO.OOO  tnna 
niorc,  making  nn  agj^n'gate  of  900,000  tons,  which,  at  the  vahie  of 
17')  per  ton,  would  be  $07,500,000;  and  as  these  vessels  make  the 
vnv.i'c  /»  iind  ouf^  the  entire  vnlue  of  the  tmtuige  which  annually  jiassos 
Q.;|,c^  Florida  would  be  $135,000,000;  which,  added  to  the  precc- 
(llii!,'  ninount  of  merchan«lise,  would  miike  a  grand  aggrrgate  of 
fsis.OOO.OOO  of  property  which  annually  passes  to  and  from  the 
American  ports  of  tne  Gulf  of  Mexico.  Although  this  estimate  is 
miulc  up  in  round  sums,  without  going  very  particularly  into  detail,  I 
have  no  doubt  il  is  considerably  below  the  rcid  amount. 

The  value  of  the  exjwrta  from  the  ports  of  the  Gulf  could,  with  a 
litilc  care  and  attention,  be  very  correctly  ascertained,  for  thoy  princi- 
pallv  consist  of  articles  of  domestic  produce,  such  as  cotton,  sugar, 
inolass^es,  flour,  lard,  bacon,  &c.,  &c.,  the  quantities  of  which  can 
alwnvs  be  ascertained  from  the  outward  niuiifests,  and  the  ^^'tea  are 
a  matter  of  record,  from  day  to  day,  throughout  the  year,  in  the  daily 
publicaiions  of  the  public  journals  and  price  currents.  The  cus- 
tom-house records,  of  course,  exhibit  the  value  of  foreign  importations ; 
and  the  only  difficulty  in  arriving  at  the  correct  value  of  the  trade  of 
llieGuU  would  be  in  the  coastwise  shipments  from  the  Atlantic  ports. 
Xor  do  I  see  how  this  can  be  correctly  ascertained,  and  it  will  have 
to  remain  as  a  matter  of  conjecture,  though,  in  placing  it,  as  I  have  done 
in  this  communication,  at  fifty  millions  of  dollars,  I  feel  well  assured  it 
is  considerably  below  the  actual  value. 

I  regret  extremely,  that  under  the  heavy  pressure  of  official  duties, 
pnrticulaily  at  this  time,  I  cannot  devote  more  time  to  the  subject  of 
vour  inquiry,  and  am  obliged  to  give  you  such  a  hastily-prepared  and 
rude  communication. 

Very  truly  and  sincerelv, 

WM.  L.  HODGE. 
Israel  De Wolfe  Andrews,  Esq. 


There  cannot  be  any  surprise  that  the  attention  of  the  country,  par- 
Ikuliirly  the  commercial  portion,  has  within  a  few  years  been  directed 
in  11  special  manner  to  the  value  of  the  domestic  and  foreign  commerce 
flowing  through  the  Straits  of  Florida  and  Gulf  of  Mexico.  That  alten- 
[ion  Will  now  unnuiilly  increase,  for  obvious  causes ;  and,  thcref()re,  no 
kpology  is  deemed  necessary  for  the  prominent  position  that  subject, 
L  coimoxion  with  the  State  of  Florida,  occupies  in  this  part  of  the 
tcport,  to  which  particular  attention  is  requested. 


50 


770 


S.  Doc.  112. 


Letter  from  the  Hon.  E.  Carrington  Cabell. 

City  op  Washington, 
House  of  Rcpretcntativetf  Augutt  29,  1852, 

Dear  Sir:  I  cheerfully  comply  with  the  request  in  your  favor  of  the 
10th  inst.,  to  furnish  you  memoranda  of  the  works  of  internal  improve 
ment,  and  for  the  improvement  of  rivers  and  harbors,  heretofore  under 
taken  in  Florida,  and  which  it  is  anticipated  are  to  be  undertaken  bi 
the  general  government,  or  by  the  State,  or  associations  in  it;  and  lib 
wise  as  to  the  general  resources  of  the  State.  You  can  use  these  note 
in  any  manner  you  please  in  your  forthcoming  report  to  the  Treasury 

There  is  not,  perhaps,  any  ^tate  of  the  confederacy  that  can  bcniori 
benefited  by  the  construction  of  judicious  works  of  internal  improve 
ment,  and  by  the  improvement  of  its  harbors,  than  Florida.    Thiriy-oni 
years  have  elapsed  since  the  provinces  of  East  and  West  Florida  wej 
taken  possession  of  by  the  United  States,  under  the  treaty  of  cessia 
concluded  in  1819.    No  works  of  internal  improvement,  except  th 
"King's  road,"  in  East  Florida,  and  a  -short  and  small  canal  (neve 
completed)  near  Lake  Okechobe,  and  Do  Brahme's  survey.?,  in  i:fi,i 
&c.,  were  commenced  by  the  British  or  Spanish  governments  whil 
the  provinces  were  under  the  control  of  eiiher  of  tli.ise  powers;  m 
since  their  transfer  to  the  United  States,  various  circumstances  hav 
combined  to  retard  the  development  of  their  valuable  commercial,  ai 
ricultural,  and  other  resources. 

The  fortifications  then  near  Pensacola,  that  at  St.  Marks,  the  fl)rt  i 
St.  Augustine,  and  an  old  defence  called  Fort  George,  near  the  mnm 
of  the  river  St.  Johns,  were  all  the  military  defences  worth  mentionij 
existing  in  the  provinces  at  the  cession.  The  United  States  liavc  sioj 
established  a  navy-yard  and  works  for  the  repair  of  vessels  of  m 
and  erected  other  forts,  and  built  a  naval  and  marine  hospital  near  Pel 
sacola;  are  building  fortifications  at  the  Tortugas,  and  at  KeyWcJ 
and  near  the  mouth  of  the  St.  Mary's  river,  and  have  placed  the  fortj 
St.  Augustine  in  good  condition;  but  no  other  part  of  the  extensive  a 
exposed  gulf  and  seacoast  of  the  State  is  in  any  degree  fortified;  n 
are  there  proper  preparations  made  t()r  the  construction,  at  an  earlyp 
riod,  of  such  defences.  The  entire  Atlantic  and  Gulf  coast  nttj 
United  States,  from  Passamaquoddy  to  the  Rio  del  Norte,  is  about  3,iJ 
miles,  and  of  this  extent  the  const  and  reefs  of  Florida,  from  St.Mai] 
around  the  Tortugas,  to  the  Perdido,  comprise  upwards  of  1,200  r 
extending  over  8°  of  latitude  and  7^°  of  longitude ;  being  more  thanoi 
third  of  the  whole  coast. 

Within  a  few  years  past,  our  ** coast  survn/^  has  been  coramem 
but  with  meagre  and  inadequate  appropriations,  not  at  all  in  just  f 

{)ortion  either  to  the  necessities  of  the  work,  or  to  the  amounts  yiilii 
or  such  surveys  in  other  sections  less  important  to  the  whole  conn 
No  canal  or  railroad  has  been  constructed  by  the  federal  governmodi 
Florida,  but  the  expenditure  of  a  fewthousimds  of  dollars  (whilst  Fij 
ida  was  a  Territory)  for  the  removal  of  obstructions  in  some  off 
rivers  and  harbors,  and  for  two  or  three  partial  surveys  of  imponf 


S.  Doc.  112. 


771 


'ft- 


routes  of  a  national  character,  has  given  rise  to  allegations  that  profuse 
grants  have  been  made  for  her  benefit.  She  has,  too,  been  unjustly  re- 
proached as  bein^  the  cause  of  the  immense  expenditures  so  profitlessly 
made  in  the  Semmole  war;  and  by  some  she  is  held  responsible  for  all 
the  follyi  waste,  extravagance,  impositions,  peculations,  and  frauds 
committed  in  that  war  by  the  employees  of  the  federal  government,  though 
not  citizens  of  the  State.  A  similar  clu^s  have  had  the  infamous  au- 
dacity to  impute  to  her  people  the  purposed  origination  of  the  war,  and 
a  desire  for  its  protraction,  as  a  source  of  jpecuniary  gain.  A  devastated 
frontier  of  several  hundred  miles,  and  the  butchery  by  the  savages  of 
hundreds  of  men,  women,  and  children,  throughout  the  State,  and  the 
utter  ruin  brought  upon  many  of  her  citizens  by  that  war,  ought  to  be 
sutticient  to  prove  the  falsity  of  this  accusation.  Those  who  have  prop- 
agated or  countenanced  such  unscrupulous  slanders  against  the  people 
of  Florida  have  not,  when  challenged,  exposed  a  single  case  in  which 
any  citiien  of  the  State  has  obtained  payment  of  any  demand  against 
the  United  States,  founded  on  fraud;  and  the  public  records  of  Con- 
gress and  of  the  federal  departments  will  verify  the  declaration  that 
scones  of  Floridians  have  been  refused  payment  of  just  claims,  or  post- 
poned on  the  most  frivolous  pretexts  and  discreditable  suspicions. 

If  attempts  have  been  made  in  any  instance,  by  individuals  claiming 
to  belong  to  Florida,  to  obtain  from  the  federal  treasury  claims  not 
founded  in  strict  justice,  such  dishonorable  exceptions  do  not  excuse 
wholesale  imputations  against  the  citizens  of  the  State  generally,  nor 
I  justify  the  excitement  of  prejudices  against  them,  and  the  withholding 
payment  of  just  demands. 

I    Both  of  the  provinces,  when  acquired  by  the  United  States,  (excepting 
only  a  small  portion  of  country  around  the  city  of  Pensacola,  at  the  western 
extremity,  and  the  region  contiguous  to  the  city  of  St.  Augustine,  and 
to  the  lower  part  of  the  river  St.  John's,  in  East  Floiida,)  were  in  the 
pssession  ot  warlike  and  hostile  bands  of  savages.     The  territories, 
when  ceded,  were  covered  with  British  and  Spanish  titles  to  lands, 
some  for  tracts  of  several  thousands  of  acres.    The  "Forbes  grant" — 
[extending  from  the  St.  Marks  to  the  west  side  of  the  Apalachicola 
I  river,  and  including  also  the  site  of  the  city  of  Apalachicola,  and  several 
I  thousands  of  acres  contiguous  thereto,  further  west,  and  the  adjacent 
[islands  of  St.  George  and  St.  Vincent,  and  Dog  island,  and  reaching 
{upwards  of  sixty  miles  from  the  coast  into  the  interior— covered  an  area 
M  upwards  of  one  million  two  hundred  thousand  acres.     Most  of  the 
lands  which  had  not  been  previously  granted  were  included  in  the  con- 
cessions by  the  King  of  Spain  to  the  Duke  of  Alagon,  the  Chevalier 
^e  Vargas,  and  the  Count  of  Punon  Rostros,  clandestinely  made  whilst 
he  treaty  of  cession  was  being  negotiated,  and  which,  though  annulled 
by  a  codicil  to  the  treaty,  are  still  claimed  by  the  grantees,  and  those 
Ito  whom  the  grants  have  been  assigned,  to  be  valid  and  in  force.     A 
locision  has  recently  been  given  by  the  United  States  court  in  Florida, 
a  suit  brought  upon  the  Alagon  or  "  Hackley  grant,"  against  its 
blidity.     The  procrastination  since  1S21  of  the  definitive  ascertain- 
nent  and  confirmation  or  rejection,  of  alleged  Spanish  titles,  has  been 
I  serious  evil  to  the  State,  and  aided  to  retard  its  settlement  and  progress. 
The  removal  of  many  of  the  Indians  from  tlie  upper  and  middle 


772 


S.  Doc,  113. 


sections  to  below  SS*^  (N.  L.)  on  tlio  peninsula,  was  effected  aW,w| 
1825,  under  the  treaty  made  with  the  chici's  at  Camp  Moultrie  ml 
1823.     Though  this  measure  openc'd  a  large  portion  or  the  countrvl 
to  settlement,  and  when  adopted  was  generally  commended,  expcJ 
rience  has  proved  that  it  was  injudicious  policy.     It  has  been  tbol 
prolific  cause  of  subsequent  troubles,  and  of  great  sacrifice  of  lifeaadl 
property  by  the  people  of  Florida,  and   of  immense   expendiiurcJ 
by  the  federal  government;   the  responsibility  for  which,  as  bethel 
stated,  has  been  most  unjustly  attrn>uted  to  the  inhabitants  of  ilij 
State.     The  measure  referred  tr>  bus  put  back  the  State  at  least  a  fiftliL 
of  a  century.    Four  large  bands  or  towns  of  Indians,  located  on  tbel 
Apalachicoia,  remained  there  till  1834,  when  they  were  removed  peacc-| 
ably,  in  conformity  with  treaty  stipulations,  to  the  Indian  territory  westl 
of  the  Arkansas.     In  1835  the  Heminoles,  Miccossukies,  and  other  tribes  I 
{concentrated,  as  above  stated,  near  the  tiistnesses  of  the  peninsula,)  ij 
resistance  to  the  enforcement  of  treaties  stipulating  for  their  emigratioil 
west  of  the  Arkansas,  commenced  predatory  hostihties  that  soon  ripenedl 
into  open  war,  which  lasted  fc>r  fMJven  years,  and  was  attended  with  butl 
Umited  and  partially  creditable  success  to  the  federal  government,  ortiJ 
its  officers,  either  in  arms  or  in  diplomacj'.     The  best  measure  adnptoll 
by  the  United  States  during  the  war  was  the  "armed  occupation" aJ 
of  1S42;  though  tl)e  policy  pursued  by  the  federal  government,  in  thel 
execution  of  the  law,  until  the  act  of  July  1,  1848,  was  passed,  de-f 
creased  its  benefits.     The  contest  was  abandoned  by  the  United  Statei 
in  1842,  an  ** armvgcmcjit"  with  tlic  yet  unsubdued  Indians  then  beinj 
made  (similar  to  two  others  after  1835,  which  they  had  violated)  by  I 
the  general  officer  commanding  the  United  States  regular  forces  iiii 
Florida;  and  which  last  "prrangemcnt,"  in  disregard  of  the  prenml 
treaties,  stipulated  that  those  I:u!"ans,  headed  by  the  chiefs  Arpiarkaaiij| 
Bowlegs,  might  remain  on  the  peninsula.     Their  whole  number,  it  \\ 
estimated,  cannot  exceed  eight  hundred,  and  they  are  owpff2/er  restrictedf 
to  prescribed  limits,  embracing  many  hundreds  of  square  miles  in  areai 
Since  that  "  arrangement,"  repeated  disturbances,  attended  by  bloodJ 
shed  and  the  destniction  of  propcirty,  have  occurred,  owing,  it  is'  alleged! 
by  the  citizens,  to  the  depredations  of  the  Indians  outside  of  the  coiintrv[ 
reserved  for  them  ;  and,  on  the  other  hand,  asserted  by  tliose  inimicalf 
to  the  people  of  Florida  to  be  fKicasioned  by  the  encroachments  of  tlil 
frontier  population  upon  the  Indian  reservaticm.     The  officers  ol  tbel 
federal  government  have  not  njstrained  the  Indians  to  the  limits  of  tlief 
"  nservatioji ;"  and  while  this  duty  i»  nc^glected,  collisions  and  conflicts bcl 
tween  the  savagesandthesetlh-rsnonrto  the  lines  are  inevitable.  Mcari 
are  now  being  adopted  to  effect  the  removal  of  the  few  hundred  war-j 
riois  and  women  and  ehildrcn  yf't  remaining  (and  it  is  said  in  a  stiif 
of  destitution,)  on  the  lower  end  of  the;  WMunsula,  and  which  cfliirtjil 
is  hoped  may  be  successful ;    but  if  they  fail,  prompt  and  efiiciciit[ 
measures  will  certainly  be  tak<;n  by  the  iSfafe  government  to  abate 
evil,  so  blighting  to  the  prosperity  of  F'lorida. 

It  is  a  striking  fact  in  tht!  history  of  the  provinces  of  Floridi,  tbal 
sine:'  their  first  discdvery  by  the  Spaniards,  nearly  three  centuries  arnll 
a  half  ago,  they  have  never  enjoyed  twenty  successive  years  of  peiui 
and  tranquiUity,  undisturbed  by  domestic  warlike  conflicts  or  Ibrtbl 


S.  Doc.  112. 


773 


isula,  was  effected  ahoTJil 
ids  at  Camj)  Moultrie  in| 
re  portion  or  the  countrvl 
orally  commended,  expe.| 
policy.  It  ha»  been  tlipi 
great  sacritice  of  life  and 
of  immense  expenditure*! 
ility  for  -which,  as  beibrej 
to  the  inhabitants  of  thel 
ck  the  State  at  least  a  fiftlj 
of  Indians,  located  on  tliel 
1  they  were  removed  peace- 

0  the  Indian  territory  \vesti 
X'ossukies,  and  other  tribesJ 
losses  of  the  peninsula,)  in| 
lulating  for  their  emigratioiil 
hostiUties  that  soon  ripenedl 
and  was  attended  with  butl 
le  federal  government,  or  J 

The  best  measure  adopU'dl 
le  "armed  occupation"  aJ 
fedenU  government,  in  tkl 
Y  1,  1848,  was  passed,  de-| 
doned  by  the  United  Statejl 
subdued  Indians  then  bein^ 
hich  they  had  violateil)  byl 
d  States  regular  forces  iiil 
in  disregard  of  the  j)m'm\ 
[]  by  the  chiefs  Arpiarka  andj 

Their  whole  number,  it  i^| 

1  they  are  onpajH^  restricted 
L'd»  (7f  square  miles  in  area.| 
bances,  attended  by  blixxl- 
ccurred,  owing,  it  is  allcgedl 
dians  outside  of  the  countryf 
,  asserted  by  those  iniraicalf 
y  the  encroachments  of  iliei 
/niion.  The  officers  of  iliel 
Indians  to  the  limits  oftliel 
d,  collisions  and  conflicts bcJ 
}  lines  are  inevitable.  Mead 
al  of  the  few  hundred  \var-| 
tig  (jind  it  is  said  in  a  stal 
linsula,  and  which  cfiiirtsiJ 
r  fail,  prompt  and  efiicierJ 
ife  government  to  abate  tliia 

la. 

3  provinces  of  Florid^i,  tblj 
,  nearly  three  centuries  m 
y  successive  years  of  peM 
warlike  conflicts  or  ibnija 


kfulile  invasion.     They  have  changed  owners  and  masters  several 

L-„es.  The  late  disturbances  with  t  ,e  Seminoles  brought  destruction 
and  ruin  upon  many  Floridians,  and  the  insecurity  to  lite  and  property 

Ljnce  183-5  not  only  deterred  emigration  to  Florida,  but  hundreds  of 

horthy  and  valuable  citizens  abnndoned  their  plantations,  and,  with  their 
f;imilies,  went  to  other  southern  States,  where  they  would  not  be  daily 
table  to  massacre  and  devastation,  owing  to  the  neglect,  by  the  federal 
covernment,  of  the  duty  of  protection. 
"  The  creation  by  the  territorial  legislature  of  some  ten  or  a  dozen 

Ibnnks,  to  three  of  which  were  given  territorial  bonds  or  guaranties  to 
raise  their  capit;d,  and  the  failure  of  all  these  corporations  prior  to  or 
JH 1637,  the  inability  of  any  of  them  to  retrieve  their  credit,  and  the 
liability  imputed  by  the  foreign  holders  of  the  "faith  bonds"  and  "guar- 

lanties"  to  the  State  of  Florida,  since  organized,  for  several  millions  of 
dollars,  have  been  a  serious  drawback  to  the  setdement  and  growth  of 

hheStiite.  The  State  constitution  expressly  inhibits  the  State  legisla- 
ture from  levying  any  tax  for  the  redem{)tion  of  these  imputed  obliga- 
tions; those  v»^  ho  effected  the  adoption  of  such  restriction  contending 
that  the  people  of  the  State  are  not  justly  responsible  for  the  improvi- 
dent acts,  allowed  by  Congress,  of  the  territorial  authorities,  who,  they 
iQsist,  were  the  creatures  solely  of  federal  legishition  and  federal  execu- 
tive power,  and  also  that  the  bonds  were  purchased  by  the  holders  in 
disregard  of  the  conditions  of  the  acts  of  incorporation,  and  with  full 
knowledge  of  all  the  facts.  Some  contend,  also,  that  the  territorial 
banks  were  created  without  any  competent  legal  power  in  the  territo- 
rial legislative  council  therefor. 

The  annexation  of  Texas  first,  and  the  subsequent  acquisition  of 
I  California,  aiid  the  discovery  of  gold  there,  also  diverted  emigration 
[from  Florida  t.r  ..hose  States. 

These  events  have  greatly  retarded  the  growth  and  prosperity  of  the 
[State;  and  the  present  backward  condition  of  her  internal  improve- 
ments should  not  be  mentioned  without  also  adverting,  at  the  same 
time,  to  them  as  her  apologies.  Her  people  are  as  public-spirited  and 
as  enterprising  as  those  of  any  other  section,  but  their  enez'gies  have 
been  stifled  by  the  series  of  untoward  circumstances  alluded  to.  Blessed 
with  a  genial  chmate  and  a  fruitful  soil,  and  advantages  for  improve- 
[ment,  with  fticility  and  cheapness  unsurpassed  by  any  country,  it  is 
believed  Florida  is  destined,  m  time,  to  become  a  populous  and  one  of 
jtlie  richest  and  most  prosperous  States  of  the  Union. 

The  severe  restrictions  imposed  in  1832  and  1834  upon  our  Cuba 

land  Porto  Rico  trade  are  ably  and  fully  exposed  by  Senator  Mallory 

in  his  recent  pamphlet  on  that  subject.     They  are  a  serious  grievance 

to  the  State.    But  for  those  restrictions,  we  should  sell  annually  to 

Ithose  islands  many  thousands  of  dollars  worth  of  agricultural  products, 

Iftock,  &c.     The   restrictions  should   be  forthwith  abrogated,   if  the 

Icommercial  and  agricultural  interests  of  the  Gulf  and  Atlantic  southern 

I  States  are  entitled  to  any^  consideration;  and,  indeed,  the  dictates  of 

sound  policy  and  equal  justice  to  every  section  of  the  Union  impera- 

Itively  demand  the  repeal  of  those  laws. 

It  "is  proper,  also,  to  state  here  that  the  failure  of  the  fet'^eral  govern- 
Iment  to  fulfil  in  good  faith  its  obligation  to  indemnify  Spanish  in- 


mi 

I   ■ 


n 


774 


S.  Doc.  112. 


Kii 


-J 

iS 


iSft 


r  ♦• 


i" 


•-i 


habitants  for  the  spoliations  of  1813,  1813,  1814,  and  1818,  vrhen  tlie 
provinces  (then  belonging  to  Spain)  were  invaded  by  the  troops  of  the 
United  States;  and  the  withholding  of  protectimi  to  the  citizens  of  Flor. 
ida  during  the  protracted  Indian  hostilities  which  commenced  in  183§. 
^d  the  refusal  to  indemnify  the  many  hundreds  of  citizens  whose  prop, 
erty  was  devastated  by  the  savages,  owing  to  the  flagrant  neglect  of 
the  federal  government  to  fulfil  its  duty  of  affording  proper  protection 
to  them;  and,  likewise,  the  refusal  to  pay  others  their  just  dues  for  sup. 
plies  furnished  to  troops  in  service,  and  for  services  rendered  the  fed- 
eral  government — are  all  matters  that  have  been  severely  felt  in  Florida, 
and  nave  all  materially  retarded  its  prosperity. 

The  only  railroad  in  Florida  now  in  operation  is  the  Tallahaisee 
and  St.  Marks  road.  It  was  built  about  1834,  by  an  incorporated  com- 
pany. It  now  runs  from  Tallahassee  to  the  sei..port  at  toe  site  of  the 
ancient  Spanish  fortress  of  St.  Marks,  at  the  junction  of  the  St.  Marks 
and  Wakulla  rivers,  a  distance  of  about  23  miles,  and  is  in  good  coq. 
dition.  Between  twenty  and  thirty  thousand  bales  of  cotton,  and  large 
amounts  of  other  produce  and  of  merchandise,  are  annually  trans- 
ported over  this  road.  It  originally  crossed  the  St.  Marks  river,  and 
run  to  a  point  on  the  bay  of  St.  Marks,  or  Apalache,  a  short  dis- 
tance below  its  present  terminus,  where  a  flourishing  village  soon 
sprang  up,  but  which  was  in  1843  totally  demolished  by  an  un- 
precedented hurricane  and  flood  from  the  gulf,  by  which  many  lives 
were  lost.  This  railroad  is  now  owned  chiefly  by  General  Call.  The 
cost  of  construction,  of  rebuilding  it,  and  of  repairs,  has  probably  been 
$250,000  ;  but  it  is  generally  considered  to  be  a  good  investment.  If  it 
is  intersected  by  the  contemplated  great  Central  road,  hereafter  spoken 
of,  it  will  increase  in  value.  The  Georgia  "  Brunswick  Company," 
hereafter  alluded  to,  it  is  understood,  desire  to  connect  with  this  road; 
and  projects  have  been  in  contemplation  to  extend  the  Tallahassee  road 
toThomasville,  Georgia,  and  to  other  points  in  Georgia,  without  reference  | 
to  the  Brunswick  Company.    Such  extension  will  add  to  its  importance. 

Plank  roads  are  being  projected  at  several  detached  points  in  Flor- 
ida, for  short  distances,  and  one  several  miles  in  length  is  now  in  coarse 
of  construction  from  New  Port  (a  rival  town  to  St.  Marks,  situate  a 
few  miles  above  it,  on  the  St.  Marks  river)  to  the  Georgia  line.  i 

A  small  private  railroad  was  constructed  a  few  years  ago,  leading 
to  Forsyth  &  Simpson's  extensive  manufactories  and  mills,  near  Bag- 
dad, on  Black  Water  river,  West  Florida ;  but  it  became  useless,  | 
and  has  been  taken  up. 

In  1835,  a  company  was  incorporated  to  build  a  canal  or  railroad  to  I 
connect  the  Apalachicola  river  (through  Lake  Wimico)  with  St.  Jo- 
seph bay ;  at  which  it  was  intended  to  establish  a  shipping  port  for  the 
produce  brought  down  the  Chattahoochie,  and  Flint,  and  Apalachicola 
rivers,  and  from  the  surrounding  country,  and  for  receiving  and  for- 
wai'ding  merchandise  to  the  interior,  and  as  a  rival  to  the  city  of  Apa- 
lachicola.   A  road  about  nine  miles  long  was  put  in  operation,  but,  ini 
consequence  of  the  difficulties  attending  the  passage  of  large  steam- 
boats through  the  shoal  waters  of  the  lake,  it  was  abandoned  in  1839;  I 
and  another  road  running  from  St.  Joseph,  north,  about  thirty  miles  to 
lola,  a  village  established  on  the  west  side  of  the  Apalachicola,  a  mile 


S.  Doc.  112. 


775 


[jbove  the  Chipola  river,  was  constructed  at  an  expense  of  upwards  of 
||300,OOO.  A  bridge  of  superior  construction,  several  hundred  vards  in 
Pgth,  was  thrown  across  the  Chipola,  and  the  railroad  continued  upon 
^  °A  town  was  soon  built,  at  the  southern  terminus,  on  the  bay  of  St. 
Joseph,  which  bay  has  an  excellent  harbor,  easily  accessible  to  mer- 
chant vessels  of  the  first  class  usually  employed  in  southern  trade.  In 
[sil,  the  railroad,  in  consequence  of  pecuniary  embarrassments  of  the 
jcompany,  occasioned  by  its  immense  expenditures,  was  abandoned, 
land  soon  after,  the  rails  were  taken  up  and  sold  to  a  railroad  company 
lin  Georgia.  Many  persons  contend  that  the  site  has  superior  advan- 
Itages,  and  that  with  judicious  management  it  would  have  succeeded,  and 
Itbat  it  may  be  resuscitated  at  some  future  period  under  favorable  aus- 
Ipices.  The  proper  and  judicious  improvement  of  the  harbor  of  Apala- 
Icliicola  would,  of  course,  prevent  this,  and  especially  if  the  inland 
Icommunication  along  the  coast  (hereafter  mentioned)  from  South  Cape 
|to  the  Mississippi  is  undertaken.  Apalachicola  now  ships  to  foreign 
[ports  and  coastwise  upwards  of  $6,000,000  worth  of  cotton  and  other 
Iproduce  annually ;  ana  receives  a  corresponding  amount  of  merchandise 
I  lor  transportation  into  the  interior ;  and  has,  besides,  considerable  trade. 
I  Some  miles  of  the  Florida,  Alabama,  and  Georgia  railroad,  near 
Ipensacola,  were  graded  as  hereinafter  stated  several  years  ago;  but 
that  work  has  been  suspended  for  the  present. 

Excepting  some  local  improvements  at  the  city  of  St.  Augustine, 
I  made  by  the  federal  government,  and  which  were  necessary  for  th^ 
I  preservation  of  its  property  there,  the  foregoing,  it  is  believed,  comprise 
jail  the  works  of  the  character  you  inquire  of  heretofore  constructed  or 
I  partially  constructed  in  Florida- 
Florida  has  several  capacious  and  secure  habors,  and  of  easy  en- 
trance.   No  less  than  twenty-six  important  rivers — ^the  Perdido,  the 
Escambia,  the  Black  Water,  and  Yellow  rivers,  (through  St.  Mary  de 
Galvez  bay,)  the  Choclawhatchie,  the  Apalachicola,  (into  which  flow 
the  Chattahoochie  and  the  Flint,)  the  Ockolockony,  the  St.  Marks,  and 
Wakulla,  (through  St.  Marks  or  Apalache  bay,)  the  Wacissa  and  Os- 
cilla,  the  Suwanee  or  Little  St.  John's,  and  its  tributaries,  the  Withla- 
coocy,  and  Alapahau,  and  Santafl'ei,  the  Weethlockochee  or  Amixura, 
the  Hillsborough,  the  Nokoshotee  or  Manatee,  the  Talachopko,  or  Peas 
creek,  the  Caloosahatche,  the  Otsego,  the  two  Caximbas,  the  Galivans 
river,  Harney's  river  and  Shark  river;  besides  other  streams  of  lesser 
note— flow  from  or  through  the  State  into  the  Gulf  of  Mexico.   The  five 
first-named  rivers  extend  into  the  State  of  Alabama.     They  already 
bear  upon  their  waters  to  the  Florida  Gulf  shipping  ports  valuable 
products,  which  could  be  greatly  increased  by  comparatively  trifling 
artificial  "  internal  improvements,"  and  the  value  of  the  public  and 
private  lands  in  Alabama,  contiguous  to  them,  much  enhanced.    The 
Chattahoochie  river  is  the  boundary  between  Alabama  and  Georgia,  and 
is  navigable  for  steamboats  for  upwards  of  150  miles  northward  from 
its  junction  with  the  Flint,  where  they  form  the  Apalachicola.    The 
Flint  extends  upwards  of  100  miles,  into  one  of  the  most  productive 
{ sections  of  Georgia.     The  Ockolockony,  the  Oscilla,  the  Suwanee  and 
I  the  two  first-named  of  its  tributaries,  all  extend  into  Georgia ;  and  if 
all  of  them  are  not  susceptible,  by  artificial  improvement,  of  being 


1 .1  ' 


T76 


S.  Doc.  112. 


•^^1 


i.,-i;i^ 


mude 
to 


ude  navigable  for  steamboats  of  a  large  class,  they  can  be  mnde  equal 

inoHt  of  the  ordinary  canals  in  operation  in  the  middle  States,  to 
within  a  low  miles  of  their  respective  sources,  in  affording  facilities  for 
the  tninHportation  of  produce  to  the  coast,  and  of  merchandi.'je  into  ihe 
int(!rior.  Every  one  of  the  rivers  named,  not  only  at  their  respective 
outlet)4  to  the  gulf,  but  with  reference  to  their  navigation  in  the  interior 
is  susceptible  of  artificial  improvement,  tlie  beneficial  effects  of  whiti] 
would  be  commensurate  to  the  expense  incurred.  The  country  fit  larne 
would  not  only  be  benefited  by  the  promotion  and  extension  of  the  ;m! 
ricultunU  and  commercial  interests  of  the  contiguous  region,  and  tjie 
dev(!lopmcnt  of  new  sources  of  wealth  and  prosperity  that  the  improve- 
m(!rits  suggested  woidd  cause,  but  the  facilities  for  cheap  and  ready 
defence  of  an  extensive  coast  frontier  (now  greatly  exposed  to  a  foreifr'n 
maritifiic  enemy)  that  such  improvements  would  afford  would  bed 
incalculable  natioiuil  advantage.  In  fact,  the  federal  treasury,  as  to  mojt 
of  them,  would  be  more  than  reimbursed  for  all  outlays  (if  it  undertook 
the  works)  by  the  enhanced  value  of  the  public  lands  in  their  vicinitv 
and  their  consequent  increased  sales ;  and  if  undertaken  by  a  State 
or  States,  or  by  corporate  associations,  and  a  proper  portion  of  the  lands 
were  granted  m  aid  of  the  works,  the  United  States  would  be  remu- 
nenited  by  the  increased  value  of  the  portion  retained.  The  States  of  I 
Alabama  and  Georgia  are  directly  interested  in  the  improver  lents  re-  f 
ferred  to  to  an  extent  quite  equal  to  the  interest  of  the  State  of  Florida. 
Sonu;  years  since,  the  legislature  of  the  last-named  State  directed  an 
cximiinntion  of  the  Ockolockony  river  with  a  view  to  its  improvement; 
and  it  has,  alf»o,  at  different  times,  made  examinations  with  a  view  to 
the  improvement  of  the  navigation  of  the  Chattahoochie  and  Flint  rivers; 
and  it  has  expended  some  money  on  both.  Alabama  has  as  yet  done  bot 
little  to  promote  the  interests  of  her  southeastern  counties  in  obtainin» 
ilicilities  for  the  transportation  of  produce  to  the  gulf  through  Florida.   I 

It  is  believed  thattne  improvement  of  the  bays  and  harbors,  and  of 
their  outlets,  to  the  gulf  or  sea,  can  be  rendered  easier,  less  expensive, 
and  more  substantial  and  permanent,  by  the  adoption  of  the  system  of 
closing  unnecessary  JcZftt  or  outlets;  and,  instead  of  removing  bars  or 
deepening  channels  by  excavation,  making  portions  of  them  positive 
unci  immovable  obstructions ;  thereby  confining  the  waters  to  as  few 
(jhannels  as  possible,  and  causing  them  to  force  and  deepen  those  chan- 
nels f()r  their  dchouchcment  to  the  gulf  or  sea.  Especially  on  the  sontkn 
Atlantic  coast,  and  in  the  gulf,  is  this  plan  deemed  to  be  the  most  eligible. 

Several  diflferent  examinations,  reconnoissances,  or  surveys  have 
been  made  of  some  of  these  rivers,  and  their  outlets,  and  reports  fur- 
nished as  to  their  susceptibility  of  advantageous  improvement;  wliicli 
can  be  found  by  reference  to  the  public  documents,  of  which  a  list  is 
annexed  in  note  A. 

That  an  inland  water  communication  from  the  Mississippi  river  to  I 
South  Cape,  in  Middle  Florida,  could  be  obtained  for  steamboats  of  a 
medium  size,  and  coasting  craft,  was  many  years  ago  maintained  bybijli 
authority.  The  expense  necessary  to  obtain  such  inland  communica- 
tion, by  canalling  between  the  nearly  continuous  hne  of  bays  or  sounds  I 
running  parallel  with  the  gulf  coast  from  South  Cape  to  the  Mississippi,! 
and  by  closing  the  mouths  of  one  or  two  streams,  and  stopping  aicwl 


S.  Doc.  112. 


777 


ining  the  waters  to  as  few 


geous  improvement;  win 
ocuments,  of  which  a  lisl  ii  I 


hoal  inlets,  is  really  triflinc  when  the  immense  advantages  to  flow 

[i^oin  such  work  are  estimated.    But  I  will  not  dilate  on  this  uiidertiiking. 

The  public  documents  enumerated  in  note  Aaflord  full  intormati.m  on 

L,  subject,  and  demonstrate,  to  m}'  judgment,  the  entire  practicability 

U  eflkting  results  especially  beneficial  to  the  western  States,  and  to 

Alal>fim^  and  Florida,  ami,  when  such  communication  is  extended 

across  the  peninsula  to  the  ocean,  imjiortunl  to  the  Atlantic  States. 

Oil  the  Atlantic  or  eastern  coast  of  Florida,  above  or  north  of  Cape 

hibh  there  are  several  important  streams,  which  could  also  be  improved 

bv  widening,  straightening,  and  deepening,  and  by  removing  obstructions 

liiithe  na.igation,  at  comparatively  trifling  expense,  considering  the 

|beno[its  that  would  result  therefrom  in  the  same  way  above  mentioned. 

Tlie  sound  behind  the  tongue  of  land  terminating  at  Cape  Florida 

Ircccivcs  the  Miami  river,  Little  river,  Arch  creek,  Rio  Ratones,  and 

Igndce  creek,  and  extends  several  miles  north,  parallel  with  the  sea-slK)re. 

hew  river  inlet,  Hillsborough  river  and  inlet,  Jupiter  inlet,  St.  Lucia  river 

landinlet,  Halifax  river  and  inlet,  Mosquito  river  and  inlet,  Mantanzas 

Irivcr  and  inlet,  St.  Augustine  harbor.  North  river,  San  Pablo  creek,  St. 

Ijohn's  river,  Nassau  bay  and  river,  and  the  river  St.  Mary's,  (the  latter 

Ibeing  the  boundary  between  Florida  and  Georgia,)  are  all  important 

Ipiiits  on  the  Atlantic  coast.    As  is  heretofore  stated,  in  respect  of  the 

jgulf"  coast  between  South  Cape,  in  Middle  Florida,  and  the  Mississijipi, 

a  nearly  continuous  line  of  inland  "sound  navigation,"  for  coasting  craft. 

and  steamboats  of  the  medium  size,  drawing  six  or  seven  feet,  it  has 

been  suggested,  (and  with  great  plausibility,)  may  be  effected  from 

C;ipe  Fk)rida  to  the  mouth  of  the  St.  Mary's  river  by  closing  securely 

and  permanently  some  of  the  inlets  mentioned,  and  by  excavating  less 

li.m  thirty  miles  of  canal,  and  by  widening  and  deepening,  in  a  few 

liaces,  the  natural  channels  of  the  interior  communications  now  existing; 

being  the  "sounds,"  and  also  the  "lakes"  and  rivers,  adjacent  to,  and  ex- 

jtending,  (with  but  trifling  interruption,)  along  the  entire  eastern  coast  of 

iheState,  and  running  parallel  with  the  sea-shore,  at  a  short  distance 

therefrom,  in  the  interior.     And  it  has  been  predicted  that,  after  such 

Improvement,  the  natural  effect  of  the  tides  from  the  sea,  through  the 

I'inlets"  remaining  open,  and  of  the  accumulation  of  the  waters  flowing 

nto  the  sounds  from  the  interior,  and  restrained  to  such  outlet  to  the  sea, 

nd  the  currents  caused  thereby,  would  be,  not  only  to  increase  the  depth 

f  the  channels  of  the  sounds,  but  to  deepen  several  feet  and  keep  open 

he  entrances  from  the  ocean  at  St.  Augustine,  and  St.  John's,   and  to 

kuch  extent  as  always  to  admit  large  vessels  adapted  to  foreign  trade. 

fhe  entire  expense  of  such  improvements,  it  is  estimated,  would  not 

fexcecd  two  hundred  and  fifty  thousand  dolku"s.    But  if  it  should  be  three 

br  four  times  that  sum,  it  would  not  equal  the  value  of  the  benefits  re- 

luhing  in  a  national  point  of  view,  and  to  other  States  besides  Florida. 

puch  improvements  would  render  the  entire  coast  from  St.  Augus- 

ne  to  Cape  Florida  fcffcver  impre^iable  to  any  enemy,  and  even  ex- 

Impt  it  from  annoyance ;  without  the  necessity  of  fortifications,  except 

It  the  outlets  to  the  sea,  left  open,  and  deepened,  as  suggested  ;  and 

Dany  coasting  vessels  frozn  the  eastward,  going  southward,  might,  by 

Uch  inland  communication,  avoid  the  necessity  of  stemming  the  strong 

lurreutof  the  "gulf  stream ;"  of  crossing  the  Bahama  banks;  and  also 


4  ■ 


r    ■*  4*1  . 


778 


S.  Doe.  112. 


i 


■1 ,«' 


the  other  ha2ai  clous  experiment  of  hugging  Cape  Camaveral,  and  keep- 
ing close  to  the  Florida  coast,  in  trying  which  so  many  such  vesseU 
bound  southward  are  wrecked.    The  documents  referred  to  in  note  t 
will  give  you  valuable  information  on  all  these  points. 

The  clearing  out  of  the  small  streams  emptying  into  the  sounds  at 
the  southern  part  of  the  peninsula,  and  the  connexion  of  the  sources 
of  those  streams  by  canals  with  the  interior  and  fresh  waters  of  ihg 
Pahhayoke  or  Everglades,  covering  an  area  of  at  least  eighty  by  thirty 
miles,  and  with  the  large  and  deep  fresh-water  lake  Okechobe,  funher 
north,  and  with  the  interior  river  Kissimme,  running  into  said  lake 
from  Tohopekaliga  lake  and  other  lakes,  (the  waters  extending  ninety 
miles  north  from  the  mouth  of  the  river,)  would  not  only  reclaim  vast 
quantities  of  rich  sugar  lands,  now  submerged  by  the  overflow  of  the 
waters,  at  certain  seasons,  but  would  be  the  means  of  facile  interior 
communication,  and  also  between  every  part  of  the  interior  region  and 
the  seacoast,  and  afford  easy  and  cheap  transportation  for  all  the  pro- 
duce  intended  for  exportation  to  foreign  ports  or  shipment  coasiwiiie, 
The  extensive  swamp  called  Halpatioke  would  become  dry  and  culti- 
vatable.     And  the  character  of  the  countiy  is  such,  that  the  cost  of 
such  improvement  would  not  be  great.     The  upper  soil  is  light  and 
easy  of  excavation;  the  substratum  of  clay  with  which  it  is  underlai 
is  tenacious,  and  prevents  the  difficulties  so  often  caused  by,  caving  or 
sliding.     The  face  of  the  country  is  level,  and  no  material  obstructions 
arising  from  rocks  will  be  found.     The  principal  obstacle  to  the  under- 
taking is,  that  it  is  of  a  character  which  renders  it  necessary  that  every 
portion  of  it  should  be  commenced  and  carried  on  to  completion 
simultaneously,  and  speedily,  requiring  a  large  laboring  force  and 
united,  combined,  and  concurrent  action. 

So  too,  on  the  western  coast  of  the  peninsula,  the  deepening  of  the 
outlets,  and  the  connexion  of  the  rivers  emptying  into  the  Gulf  with  the 
same  interior  waters  abovementioned,  would  be  equally  beneficial 
The  vast  swamp  called  the  Big  Cypress,  or  Atseenhoofa,  could  be 
reclaimed.  And  the  completion  of  such  works  on  both  sides  would 
probably  effect  a  means  of  passage  for  small  coasting- vessels  and 
steamers  across  the  peninsula,  thereby  avoiding  the  perilous  navigation 
of  the  keys  and  reefs  farther  south,  and  extending  southwestwardly, 
upwards  of  a  hundred  miles  from  Cape  Florida  and  Cape  Sable,  inio 
the  gulf. 

The  improvements  suggested  in  the  two  last  paragraphs  are  subjects 
of  comment  in  the  valuable  documents  annexed  to  a  report  made  by 
Senator  Breese,  of  Illinois,  from  the  Committee  on  Public  Lands  of  the 
Senate,  at  the  1st  session  32d  Congress,  August  2S,  1848,  Doc.  Xo. 
242.  Other  important  information  as  to  the  agricultural  capabilities, 
and  products,  and  trade,  and  fisheries,  and  other  resources  of  Florida, 
is  to  be  found  in  these  documents. 

On  the  peninsula  a  railroad  from  Tampa  bay  to  the  navigable  waters 
of  the  St.  John's,  near  the  head  of  the  navigation  of  that  river,  \m 
been  spoken  of,  and  will  probably  in  a  very  few  years  be  undertaken.! 
When  the  adjacent  country  becomes  more  densely  populated,  sucJ 
work  will  certainly  be  constructed.  | 

Another  road  from  Tampa,  running  northwardly  up  the  peninsula,! 


S.  Doc.  112. 


779 


flToidinp:  the  water-courses  on  both  sides,  nnd  extendin^^  as  far  up  as 
Jacksonville,  has  been  strongly -urged,  and  has  many  advocates. 

Above  Tampa,  on  the  peninsula,  various  projects  have  been  sug- 
ffsted  to  connect  ♦he  lower  with  the  upper  region  of  the  peninsula, 
jnJ  to  connect  the  Gulf  of  Mexico  with  tne  Atlantic. 

It  is  said  that  the  head-waters  of  the  Kissimme  can  be  connected  with 
tliose  at  the  sources  of  the  St.  John's  river,  so  as  to  be  navigable  for 
boats  transporting  produce. 
A  canal  for  boats  or  barges  drawing  four  or  five  feet,  has  been 
nof  as  practicable  at  small  expense  from  the  Ocklawaha,  a  branch 
of  the  noble  river  St.  John's,  to  the  navigable  waters  of  Weethlocko- 
chee,  or  Amixura. 

A  canal  from  the  sound  near  Smyrna,  on  the  eastern  edge  of  the 
gtate,  to  lakes  which  are  the  head-waters  of  the  St.  John's  river,  a  few 
miles  west  of  the  seacoast,  or  from  a  point  on  the  sound  to  the  same 
waters,  some  distance  farther  south,  has  also  been  suggested. 

A  railroad  from  Pilatki,  on  the  St  John's  river,  to  such  point  as  may 
be  ascertained  to  be  the  most  eligible,  on  the  gulf  coast,  near  Cedar 
Aevs,  or  near  Waccassah  bay,  has  likewise  been  spoken  of;   as  has 
aL«o  a  similar  work  from  Jacksonville,  on  the  St.  John's;  and  also  one 
from  the  mouth  of  the  St.  Mary's  to  the  same  points  on  the  gulf.    In 
[fact,  several  different  railroads  from  the  west  side  of  the  St.  John's 
ver,  farther  down  to  the  gulf,  are  in  contemplation. 
One  from  Picolati,  intended  to  extend  east  to  St.  Augustine;  one 
from  the  head  of  navigation  on  Black  creek ;  and  one  from  Jackson- 
,  or  a  point  near  that  town,  to  some  point  on  the  gulf,  or  on  the 
uwanee  river,  have  been  spoken  of;  and,  likewise,  a  railroad  from 
t.  Mary's  river  to  the  Su  wanee.     Charters  have  been  obtained,  in  past 
ears,  from  the  Fl "rida  legislature  for  some  of  the  last-mentioned  works, 
0  be  undertaken  by  corporate  associations ;  but  none  of  them,  it  is  be- 
ieved,  have  as  yet  had  any  route  properly  surveyed,  preparatory  to 
carrying  out  their  charters  and  commencing  such  work  practically. 
"■he  routes  of  two  of  these  contemplated  works  are  laid  down  on  the 
ap  enclosed  to  you,  of  one  of  which  it  is  understood  some  years  since 
reconnoissance  was  made  by  an  officer  of  the  United  States  army, 
[Captain  Blake,)  since  killed  in  battle  in  Mexico.     The  same  officer 
ade  a  partial  survey  of  the  harbor  of  Tampa,  and  of  a  portion  of  the 
stern  coast  of  the  State,  and  of  the  sounds  contiguous  thereto,  which 
e  referred  to  in  the  said  list  of  documents,  marked  A. 
The  "thorough-cut,"  or  "great  ship-canal,"  or  "ship-railway"  across 
e  head  of  the  peninsula,  has  been  written  about  a  great  deal  within 
last  thirty  years.      It  has  formed  the   subject  of  congressional 
beeches  and  reports,  and  of  newspaper  essays;   and,  many  years 
dnce,  a  board  of  the  United  States  engineers,  at  the  head  of  which  was 
general  Bernard,  made  a  partial  survey,  with  a  view  to  ascertain  its 
kracticability  and  its  cost.     His  report  and  maps  of  his  surveys  are  to 
found  in  vol.  iv.  Ex.  Doc,  2d  sess.  20th  Cong.,  1828-'9,  Doc.  No. 
|47    Different  termini  have  been  indicated  on  the  gulf  side  for  this 
Irork.    The  St.  John's  river  has  generally  been  mentioned  as  the  most 
jligible  terminvs  of  said  work  on  the  eastern  side.    An  appropria- 


ff 
■i  ' 


m  ^' 


780 


S.  Doc.  112. 


or 


tion  of  820,000  will  probnbly  be  made  nt.  this  session  of  Congress  f( 
the  completion  of  the  survey  for  this  woiiJc. 

Whilst  the  certain  practicability  of  effectinpf  the  completion  of  thi, 
stupendous  and  magnificent  project  to  the  full  extent  anticlpiitcd  by 
soin(3  of  its  advocates  has  by  many  been  deemed  questionabU-,  inm 
seems  General  Bernard  did  not  believe  in  its  favorable  success,)  vot 
other  disinterested  and  impartial  persons,  of  a  high  order  t)f  intiruj, 
gence,  and  possessing  accurate  knowledge  of  the  location  tliiou»(i 
which  the  canal  must  be  constructed  and  of  the  soils  to  be  excaviiu'j 
confidently  contend  that  it  is  entirely  practicable.  The  immense  cost 
of  the  construction  of  a  ship-caiml  is  an  insuperable  obstacle  to  its  boinff 
undertaken  by  the  State  of  Florida,  or  by  any  association  of  individuiilj 
there.  The  State  constitution  contains  provisions  virtually  rcstrainina 
the  legislature  from  borrowing  money  on  the  faith  and  credit  of  the 
State,  even  for  such  purpose.  Therefore,  if  such  work  is  undertiikcn 
it  must  be  by  the  general  government,  and  upon  the  most  considerate 
estimates,  founded  upon  previous  examinations  and  accurate  surveys 
by  scientific  and  impartial  engineers.  The  same  observations  npply 
to  the  construction  of  the  ^^ship-railway"  that  has  been  suggested,  jf 
the  construction  oi  either  of  these  works  is  ascertained  to  be  feasible,  it 
will  be  beyond  all  question  the  most  important  undertaking  of  the  kind 
in  the  United  States.  No  one  can  deny  that  its  beneficial  results  \v_ 
be  eminently  ^^  national."  Whensoever  any  route  inside  of  the  Gulf  of 
Mexico,  whether  through  Texas,* through  eastern  Mexico,  or  by  Vera 
Cruz,  or  by  Tehuantepec  to  the  Pacific,  may  be  established,  a  passage 
across  Florida,  as  a  means  of  speedy  and  safe  travel,  and  for  the  trans- 

Eortation  of  merchandise,  will  become  imperatively  necessary,  to  ena- 
le  the  eastern  and  middle  Atlantic  States  to  participate  fully  in  the 
benefits  of  such  route.  The  proposed  canal  or  road  may  be  located  on 
a  direct  and  straight  line  drawn  along  the  coast  from  Cape  Hatteras 
(to  pass  which  in  sailing  from  New  York  a  considerable  deHexion  east 
must  be  made)  to  the  mouth  of  ihe  Rio  Coatzacoalcos,  on  the  gulf  side 
of  the  isthmus  of  Tehuantepec.  The  legislature  of  Louisiana,  smother- 
ing all  selfish  local  considerations,  at  a  recent  session  adopted  resolu- 
tions asking  Congress  to  institute  examinations  as  to  the  Florida  "ship- 
canal  ;"  and  patriotic  and  enterprising  citizens  of  eastern  and  of  westeni 
States,  with  wise  forecast,  look  to  the  ascertainment  of  its  practicability' 
as  a  result  of  the  highest  importance  to  the  general  interests  of  the  whole 
confederacy — as  well  to  the  Atlantic,  southern,  northern,  eastern,  mid- 
dle, and  interior  States,  and  those  on  the  Pacific,  as  to  the  gulf  and 
Mississippi  States.  Our  Atlantic  merchants  see  that  it  will  greaik 
facilitate  our  future  trade,  not  only  with  the  Pacific  generally,  but  witi 
China  ixnA  with  the  East  Indies. 

Whatever  doubts  may  be  entertained  as  to  the  practicability  of  tk 
construction  and  successful  operation  of  a  "shiji-canal"  or  ^^ship^mkaf 
across  the  peninsula,  it  is  not  doubted  that  canals  for  boats  drawin;;  sii 
or  seven  feet  water  may  be  made,  either  from  the  head  of  navigatioj 
on  Black  creek,  or  from  one  of  the  two  southernmost  prongs  or  brmicheji 
of  the  St.  Mary's  river,  or  from  the  St.  John's  river,  directly  to  lb 
capacious,  deep,  and  never-failing  lake,  called  "  Gtm7i  pond,^^  aboa 
thirty  miles  westwardly  of  Whitesville,  on  Black  creek,  and  about  fortj 


S.  Doc.  112. 


781 


i  session  of  Congress  fdi 


%^ 


jrilps  from  Jacksonville,  on  the  St.  John'»  river.  From  this  lake  it  ia 
juifostd  such  canal  can  be  continued  to  the  navigable  waters  of  tht; 
^iiiit  'IH'*'.  »"''»  ^y  *'■''  improvement  of  the  navigation  of  that  river  and 
of  iliL"  Suwanee  to  the  guU,  can  ali^o,  without  doubt,  be  constructed ;  and 
the  expense  is  not  estimated  to  he  so  great  as  to  render  it  an  injudicious 
i„'vogtinent.  It  is  believed,  also,  by  some  persons,  that  a  similar  canal 
t„r  boats,  commencing  at  the  head  of  navigation  near  the  great  southern 
bend  of  the  St.  Marv's  river,  and  running  across  m.-ar  to  the  soutljcrn 
niiirgin  of  the  vast  lake  or  swamp  cidled  Okefenoke,  and  directly  to 
the  licad-waters  of  the  ^uwanee,  with  proper  improvements  to  the 
navigation  of  the  St.  Mary's  and  Suwanee  rivers,  is  practicable,  and 
vould  he  highly  beneficial  as  a  means  of  transportation  of  produce, 
lumber,  naval  stores,  and  merchandise,  and  that  it  would  also  drain  and 
reclaim  tons  of  thousands  of  acres  of  the  richest  lands  in  that  region. 
Such  work  would  be  greatly  beneficial  to  the  State  of  Georgia,  which 
jStiite  has  heretofore  made  examinations  and  surveys,  with  a  view  to  its 
construction. 

A  railroad  has  been  projected  from  Brunswick,  Georgia,  to  the  gulf 
coast,  on  which  coast  different  points  for  its  termination  have  been  indi- 
cated.   It  is  staled  that  an  association  is  now  being  organized  to  raise 
funds  and  commence  such  work.    Some  years  since,  partial  reconnois- 
1  sances,  and  some  unperlected  surveys,  were  made  of  such  work,  from 
i Brunswick,  on  two  different  routes  entering  Middle  Florida;  but,  from 
I  circumstances  not  fully  understood,  the  commencement  of  the  work 
was  postponed,  and  the  results  of  the  surveys  have  never  been  made 
public.    Unless  the  proposed  work  should  enter  Florida  much  farther 
ho  the  cfisf  than  has  been  stated  is  intended,  and  become  connected  with 
the  great  trunk  or  Central  railroad  hereafter  spoken  of,  so  that  it  would 
I  result  to  some  benefit  to  East  Florida,  it  will  oe  regarded  with  disfavor 
in  that  section  of  the  Stale,  and  meet  with  such  opposition  as  probably 
hvill  prevent  its  extension  into  the  State  at  all.    It  would  certainly  be  a 
I  competitor  and  rival  of  the  Central  Florida  railroad,  if  allowed  to 
jabi-tract  from  it  the  southwestern  travel  and  transportation,  for  the 
Ibcnofit  of  southern  Georgia,  by  leaving  the  State  of  Florida  in  the 
twestcrn  section. 

To  all  the  suggested  improvements  terminating  on  the  gulf  coast, 
Incnr  to  ihe  delta  of  the  Suwanee,  some  persons  have  objected  that  for- 
Inndable  difficulties  will  be  encountered  to  their  successful  operation, 
owing  to  the  want  of  a  safe  and  good  harbor  there,  of  easy  access  near 
llo  the  shore  f()r  vessels  drawing  over  seven  or  eight  feet,  and  owing 
so  to  alleged  hazards  attenthnir  the  approach  of  that  part  of  the  gulf 
coast.    I  do  not,  however,  hesitate  to  say  that  I  regard  these  objec- 
tions as  fallacious;  and  that  safe  and  good  harbors  for  vessels  of  twelve 
^r  fifteen  feet  draught  can  be  found,  and  which  can  also  be  greatly  im- 
proved by  artificial  means. 
The  first  great  work  to  be  undertaken  by  the  State  of  Florida  is,  in 
ny  judgment,  unquestionably,  at  the  present  time,  the  trunk  or  Central 
lilroad,  commencing  at  Pensacola  and  running  eastwardly  from  Deer- 
loint,  at  the  opposite  side  of  Pensacola  bay,  along  or  as  near  the  route  of 
imy  or  Federal  road  as  is  practicable  to  the  river  St.  John's ; 


V  ■ 


he  old  Bellamy  < 

be  distance  being  about  three  huncked  and  fifty  miles. 


A  road  can  be 


782 


a  Doc.  112. 


run  from  St.  John*8  to  St.  Augustine,  from  Jacksonville,  tliirty^i»f,J 
miles,  and  from  Picolnti,  oigbteen  miles.    All  the  diflerent  sectional in.1 
teresls  of  the  upper  portions  of  the  titiite  would  be  promoted  by  ^fA 
wrork.    Lateral  railroads  to  necessary  points  on  the  gulf  const,  aoflf 
to  the  towns  where  the  country  trade  is  carried  on,  north  of  the  mainl 
rood,  can  be  made.    These  lateral  roods  could  be  extended  into  Ak.l 
bumu  and  Georgia,  and,  when  it  may  be  deemed  advisable,  cuiinei'if,|| 
with  the  railroads  in  those  States ;   and  in  a  few  years  not  mcrrlvl 
Florida,  but  her  conterminous  sister  States,  will  be  interlaced  nnill 
bound  together,  and  mutually  strengthened  by  bands  of  iron.   Tb 
sugar,  cotton,  tobacco,  rice.  Sisal  hemp,  tar,  turpentine,  rosin  and  re$inc 
ous  oils  and  lumber,  and  other  products  of  those  fertile  regions,  can  hj 
speedily,  cheaply,  and  safely  transported  to  market,  either  on  the  am 
or  Atlantic,  or  for  exportation  to  foreign  ports,  or  shipment  coastwiiif  I 
in  time  of  war  or  of  peace ;  and  in  time  of  war  material  aid  for  thJ 
defeuce  of  the  coast  against  foreign  assault  at  any  quarter  of  the  8taie| 
can  always  be  at  once  furnished  from  the  interior.    Yet  in  the  constnx 
tion  of  such  work,  the  just  share  of  the  general  improvement  i'undc 
the  State  due  to  that  section  detached  from  the  immediate  and  diret 
advantages  and  conveniences  of  this  road,  and  lying  farther  south  thai 
its  effects  would  be  felt,  should  not  be  expended,  but  should  bescrii< 
pulously  retained  for  the  benefit  of  such  section.    The  facilities  suclj 
road  would  afibrd  the  federal  government  for  the  cheap  and  rapid  tram 
poitation  of  the  mails  in  times  of  peace,  and  the  like  facilities  given ii 
the  transportation  in  time  of  war  of  troops,  munitions  of  war,  and  si 
sistence,  would  be  of  incalculable  national  benefit.    The  river  St.  Johni 
which  is  generally  spoken  of  as  the  eastern  terminus  of  the  CentrJ 
railroad,  extends  ti-om  its  mouth  three  hundred  miles  south,  riinniii] 
nearly  in  the  middle  of  the  peninsula,  its  sources  being  chains  of  J 
lakes  extending  south  beyond  the  sources  of  the  Kissimme.    The  I 
at  the  entrance  of  the  St.  John's  cannot  ordinarily  be  passed  by  vcssfli 
drawing  over  thirteen  feet,  but  inside  it  is  navigable  by  vessels  of  twennl 
five  feet  draught  as  far  up  as  Jacksonville,  and  by  those  drawing  twein 
feet  up  to  Lake  George,  and  two  feet  water  can  be  had  to  Lake  PoiJ 
sett.    The  tide  seems  to  have  influence  at  Volusia.     The  trade  of  tlii 
river  at  present  is  chiefly  lumber.    More  than  thirteen  large  IuibIk 
mills  (mostly  steam)  are  on  the  river  above  and  below  Jacksonville,  ti 
principal  town  upon  the  river.     About  three  hundred  and  fifty  vcsjei 
annually  are  loaded  with  lumber  and  produce  on  the  St.  John's.  Tm 
quantity  of  lumber  annually  shipped  from  the  St.  John's  river  is  t 
mated  at  60,000,000  of  feet.     An  effort  will  be  made  this  fall  to  deep 
the  water  on  the  bar,  which  it  is  sanguinely  anticipated  can  be  doneij 
as  to  admit  vessels  at  low  water  drawing  twenty  or  twenty-five  I 
and  by  an  expenditure  of  about  twenty  thousand  dollars.    Should  \\i 
eflfected,  though  it  should  cost  twenty  times  such  amount,  it  wouldy 
a  wise  disposition  of  the  money.     In  case  this  work  succeeds,  so  son 
as  the  great  Central  road  is  finished  to  the  St.  John's,  a  large  and  I 
ishing  commercial  city  is  sure  to  spring  up  in  a  few  years  at  the  t 
minus  on  the  river,  wherever  it  may  be. 

Partial  surveys  of  the  eastern  part  of  one  proposed  route  for  i 
road)  terminating  at  Jacksonville,  the  prominent  point  on  the  St.  Jol 


S.  Doc.  112. 


788 


vcrc  tnwie  some  years  irjjo  by  nn  associntion  of  rnstpm  cnpitalistA, 
cliit'flv  from  Boston ;  but  they  have  nevrr  l>ern  mnde  public,  uikI  it  is 
jtatcd  ihc  associution  wjis  prevented  by  the  Indian  war  from  pn>- 
crcssinff  with  the  undertaking. 

A  railroad  has  been  contcmplntcd  from  Pcnsncola,  across  the  south- 
prn  corner  of  Alabama,  to  Montgomery,  Alabama ;  or  to  Columbus, 
(ItoigiiiJ  "f  *"  some  point  in  Georgia,  lower  down  on  the  ChattahiHtchiu 
fiver;  and  to  unite  with  some  of  the  Georgia  roads  running  to  the  At- 
lantic seahonrd.  Great  interest  is  felt  in  the  completion  of  this  road  at 
!he  city  of  Pensacola,  and  throughout  thi'  surrounding  country,  and  on 
the  difrerent  routes  projwscd  for  it ;  and  the  federal  government  is  also 
deepiv  interested  in  its  being  Hnished,  insomuch  as  it  would  aflord  cer- 
tain menns  for  the  defence  and  protection  of  the  valuable  public  prop- 
erty nt  Pensacola — worth  many  millions  of  dollars,  and  as  the  federal 
treasury  would  be  benefited  by  the  enhanced  value  of  the  public  lands 
in  Alubiima  through  which  the  road  would  run,  and  their  increased  sales. 
On  these  points  I  refer  you  to  the  documents  specified  in  note  B,  hereto 
annexed.  The  surveys  lor  the  chief  part  of  one  of  the  contemplated 
routes  of  this  road  were,  it  is  understood,  j)crfected  some  years  since, 
and  several  miles  of  the  road  near  to  Pensacola  were  graded,  and  other 
work  done.  It  has,  however,  been  suspended  for  some  time,  awaiting 
the  action  of  ( Jongress  granting  the  rijjht  of  way  through  the  public 
lands,  and  also  grants  of  alternate  sections  along  the  line  of  the  road. 
Bills  making  sut-h  grants  have  passed  the  Senate  at  diflerent  sessions, 
but,  as  yet,  the  association  have  been  unable  to  obtain  the  concurrent 
action  of  both  houses  at  the  same  session  to  the  same  bill. 

Connected  as  the  great  Central  railroad  of  the  State  will  be,  at  Pen- 
sacola, (or  at  any  of  the  gulf  ports  that  may  be  selected,)  with  the  com- 
merce to  distant  foreign  or  American  ports  in  the  gulf  and  elsewhere, 
I  and  especially  with  steamships  to  Tehuantepec  so  soon  as  tlie  inttr- 
oceanic  communication  is  made  at  that  isthmus,  (whether  the  Florida 
road  is  extended  to  Mobile  and  New  Orleans  or  not,)  it  must  soon  be- 
come the  principal  line  of  southern  and  southwestern  travel  to  and  from 
the  eastern  and  middle  States,  to  California  and  Oregon,  and  the  Pa- 
cific generally.  It  is  the  natural  and  direct  course  of  such  travel.  The 
sagacious  and  enterprising  merchants  of  the  Atlahtic  cities  engag>id  in 
the  Pacific  trade,  and  in  the  trade  to  China,  and  to  the  East  Indies, 
will  also  soon  discover  that  such  work  may  be  used  to  promote  their 
interests.  Of  its  profitable  success  as  a  pecuniary  investment,  little 
doubt  can  be  entertained. 

A  canal  from  St  Andrew's  bay  to  the  Chinola  river  has  been  con- 
templated for  many  years,  and  an  association  has  been  incorporated  to 
construct  such  work.  Full  surveys  have  been  made,  and  the  feasibUity 
of  constructing  either  a  canal  or  a  railroad  fully  demonstrated.  It  is 
in  the  hands  of  citizens  of  respectability,  who  possess  means  to  complete 
it,  with  such  assistance  as  maybe  afforded  by  the  general  government, 
land  by  the  State.  Extensive  tracts  of  valuable  public  lands,  in  the  vi- 
cinity  of  this  work,  have  been  reserved  from  sale  by  the  United  States  tor 
i"naval  purposes."  These  reservations  are  profitless,  and  the  lands 
should  he  sold.  Their  being  held  as  at  present  is  injurious  to  the 
country  in  which  they  are  situated.    Sound  and  judicious  pohcy  de- 


,1 


.      » 


F-  I 


784 


S.  Doc.  112. 


mands  that  the  federal  and  State  governments,  both,  should  encouraoe 
the  speedy  construction  of  the  canal  or  road  from  St.  Andrew's  liav 
The  Day  has  a  good  entrance  for  large  vessels,  and  it  is  a  safe  andc'J 
pacious  harbor.  Intersecting,  as  such  work  probably  would,  (by  an  n- 
tension  for  a  short  distance  into  the  interior,)  the  great  Central  State  rail. 
road,  its  completion  at  once  will  be  a  valuable  auxiliary  to  the  chean 
and  speedy  construction  of  the  latter.  '^ 

The  State  legislature,  however,  (under  the  advice  of  the  "  State 
Board  of  Internal  Improvements,"  composed  of  citizens  from  each  sec. 
tion  of  the  State,)  will,  it  is  expected,  this  fall,  when  its  biennial  session ij 
held,  devise  some  additional  measures  for  carrying  out  the  most  judi. 
cious  plans  of  internal  improvement  to  those  heretofore  adopted.  The 
schemes,  wiles,  and  intrigues  of  speculators  and  jobbers,  pecuniax? 
and  poUtical,  it  maybe  anticipated,  will,  in  Florida,  (as  sad  experience 
has  proved  in  other  States,)  nave  to  be  encountered  and  overcome,  and 
thwarted,  by  the  just  and  patriotic  citizen.  Attempts,  by  means  direct 
and  indirect,  to  appropriate  the  lands  given  to  the  State  for  purposej 
of  "internal  improvement" — the  "swamp  lands" — and  every  oiber 
available  resource,  to  objects  merely  local,  sectional,  and  selfish,  vilL 
it  may  be  conjectured,  be  made ;  but  the  sleepless  vigilance  of  tlie 
guardians  of  the  pubhc  and  general  weal  wiU  be  faithfully  oxertodto 
prevent  any  combinations  for  such  purposes  being  successful.  That 
cliques,  having  their  own  interests  exclusively  in  view,  have  so  often 
ekewhere  been  able  to  consummate  their  designs,  will  admonish  the  es- 
ecutive  and  legislature  to  watchfulness  and  caution.  I  place  the  firmest 
reliance  on  the  intelligence,  patriotism,  and  prudence  of  those  depart- 
ments of  the  government  of  my  State  in  this  regard. 

The  cost  of  the  great  Central  Florida  railroad,  it  has  been  estimated, 
will  not  probably  fall  short  of  lour  millions  of  dollars.  The  proceeJj 
of  the  sales  of  town  lots  at  the  extreme  termini,  and  at  severiil  poinij 
on  the  route  where  the  trade  of  the  surrounding  country  .will  he  con- 
centrated, will  go  far  in  aid  of  the  work.  But  unless  the  federal  gov- 
ernment  does,  as  it  should  do,  grant  to  the  State  alternate  sections  oa 
both  sides  of  the  road  on  its  entire  line,  and  for  several  miles  latorallv, 
as  the  State  has  not  at  present  the  adecjuatc  means  for  its  construction, it 
will  probably  be  deferred.  Few  foreign  capitalists  are  disposed  tocni- 
bark  in  such  an  undertaking,  as  a  permanent  investment  of  their  means, 
especially  when  the  proposed  work  is  in  a  country  distant  from  thorn, 
and  the  progress  and  conduct  of  which  work  they  cannot  pcrsonaliy 
attend  to ;  and  the  assistance  of  those  who  may  subscribe  for  s/wi 
as  a  miitter  of  present  speculation  by  its  sale,  is  genenillv  i 
doubtful  value.  I  append  hereto  a  statement  obtained  from  the  Ge 
eral  Land  Office,  (marked  C,)  exhibiting  the  number  of  acres  of  pii 
lie  lands  in  Florida,  "surveyed"  and  " unsurveyed,"  on  the  30th 0:1 
June,  18-51;  also,  the  quantity  "  nffhrcd  for  sale,"  and  the  quaiitiiil 
"sold,''^  up  to  the  same  day,  and  otlier  authentic  and  valuable  Inflc 
ation  us  to  the  federal  domain  in  the  State.  By  u  reference  to  the  Id 
annual  report  of  the  General  Land  Office,  it  will  be  seen  that  CiiiJ 
with  an  area  of  12,3-54,500  acres  less  than  Florida,  has  received  jirxii 
in  aid  of  ^^  internal  impwcmcnts"  for  081, 135  acres  more  than  Fh)r:iiji 
Indiana,  with  an  area  of  10,293,900  acres  less,  has  received  l,l'JL',n' 


S.  Doc.  112. 


785 


,  both,  should  encourage  | 
from  St.  Andrew's  bay. 
8,  nnd  it  is  a  safe  and  ca- 
obably  would,  (by  anix- 
le  great  Central  State  rail- 1 
>le  auxiliary  to  the  cheap 

he  advice  of  the  "State 
of  citizens  from  each  sec 
when  its  biennial  session  is 
arrying  out  the  most  judi- 
heretofore  adopted.  Tbe 
•s  and  jobbers,  pecuniary 
jlorida,  (as  sad  experience 
untered  and  overcome,  and 

Attempts,  by  means  direct 
n  to  the  State  for  purposes 

lands" — and  every  oihet 

sectional,  and  selfish,  vill, 
,  sleepless  vigilance  of  tlie 
will  be  faithfully  oxertedio 
cs  being  successful.  Thai 
ve\y  in  view,  have  so  often 
esigns,  will  admonish  the  ex- 

caution.  1  phice  the  firraea 
cl  prudence  of  those  depart- 

lis  regard, 
road,  it  has  been  estimated, 

^  of  dollars.    The  proceeds 
rmini,  and  at  severiil  pomis 
unding  country  .will  be  con- 
But  unless  the  federal  gov 
State  alternate  sections  oa 
Id  for  several  miles  laterally, 
.  means  for  its  construction,,! 
apitalists  are  disposed  to  cifrl 
nt  investment  of  their  means' 
country  distant  fromtkiB, 
^vork  they  cannot  personally 
dio  may  subscribe  lor  sted 
V  its   sale,  is   gencniUys 
.lent  obtained  from  the  bo 
the  number  of  acres olp 
unsurvcyed,"  on  the  30t 
for  sale,"    and  the  qua.0 
thcntic  and  valuable  ii.i"r*| 
By  u  reference  to  the  i? 
c.  it  will  be  seen  that  Cto 
1  Florida,  has  receivcjl  gnu 

lyO  acres  7n«;-c  than  n« 
8  less,  has  received  UW 


acres  more;  Iowa,  with  an  area  of  6,346,560  acres  less,  has  received 
320,078  acres  more  than  Florida,  and-claims  (and  justly)  900,000  in  ad- 
aition  as  having  been  granted,  makinc:  1,225,078  acres  more  than  Flor- 
ida; Wisconsin,  with  an  area  of  3,420,160  less,  lias  received  358,400 
acres  more  than  Florida;  Illinois,  with  an  area  of  2,472,320  less,  has  re- 
ceived 2,246,490  acres  (the  Central  Railroad  grant)  more  than  Florida ; 
and  a  similar  disproportion  will  be  seen  to  exist  with  respect  to  other 
States.    And  with  respect  to  donations  for  schools,  &;c.,  a  like  dispro- 
portion exists  between  the  allowances  to  her  and  to  most  of  the  other 
tfiales ;  and,  by  some  process,  whilst  Louisiana  is  reported  as  having 
g,&77,9!)8  acres  of  swamp-lands,  Michigan  and  Arkansas,  each,  up- 
wards of /»«/  millions  and  a  half,  Mississippi  2,239,987  acres,  Illinois 
,883,412,  Missouri  1,517,287,  Wisconsin   1,259,269,  Florida   is  set 
liwn  as  having  562,170  acres!  But  this,  it  is  understood  to  be,  is  be- 
lause  till  those  lands  in  the  regions  yet  unsurvey ed  are  not  yet  officially 
.ported ;  nor  have  the  State  designations  progressed  as  tiir  as  the  other 
tales  mentioned.     The  swamp-lands  in  Florida  will  probably  exceed 
jOse  in  any  other  State.     M(3St  of  the  lands  heretofore  ottered,  and 
et  remaining  unsold,  (and  sixteen-seventeenths  of  the  lands  offered  are 
[fit  unsold,)  will  remain  unsold  for  many  years  to  come,  unless  some  of 
iepul)lic  improvements  suggested  should  enhance  their  value.     At 
it  eleven-twelfths  of  all  the  lands  in  the  State  are  yet  owned  by  the 
nited  States.    A  very  large  portion  of  them,  even  if  the  principal 
provemontJJ  suggested  should  be  made,  would  not  probably  lor  some 
le  afterwards  be  sold  at  the  present  minimum  price  of  the  public- 
ds.    Tlie  fact  that  of  17,043,111  acres  surveyed  and  offered  for 
le  prior  to  June,  1851,  but  1,000,407  acres  have  been  sold,  (and  many 
thctn  have  been  offered  for  sale  for  twenty-seven,  twenly-tive,  twenty,. 
eeii,  or  ten  years,)  proves  that  in  the  present  state  of  things  they  are- 
rlv  worthless  to  the  United  States.     On  the  proposed  routes  of  the 
lat  Central  railroad  there  ai*e,  in  different  sections  of  the  State,  vast 
ictsof  these  lands  at  present  of  no  vidue  to  the  general  government,, 
;he  8tato,  or  to  individuals.     Rich  and  exhauslless  beds  of  marl  are- 
ief()ni;{i  in  several  sections  of  the  State.     Those  at  Allum  Blufit  on, 
Ap[)atiiehicola  river,  but  a  short  distance  Irom  tlie  place  wheue  the 
itCfUtral  road  will  probably  cross,  are  of  great  value.     That  road 
e  will,  by  the  cheap  transportation  of  the  marl,  afford  facilities  for 
jilizinij  the  lands  contiguous  to  it  in  every  section  of  the  State,  butf 
ciMlly  in  Middle  and  West  Florida;  and  at  the  same  time  the  lum- 
tar,  turpentine,  rosin,  and  resinous  oils  that  may  be  obtained  liom. 
ltd'  such  lands,  prior  to  their  being  thus  prepared  for  and  put  ini 
iviiiiou,  could  be  readily  conveyed  to  market  by  the  same  means. 
orjdn,  is  the  fifth  State  in  size  in  the  confederacy.     Her  area  is 
16"^  rtpiare  miles,  or  37,931,520  acres.     She  jjossesscs  atu  advantage 
11/  lU)  other  State  of  the   Union.     She  alone,  of  all  the  irrcsmt   United 
can,  ttdliratc  and  raise  advantagcousli/,  and  for  the  snpjdi/  of  the 
N/(//ra  on  this  side  of  the  continent,  trojncalfruifK  and  othen  highly  val— 
\ni[}i(al  products!     She  will  have  no  rival  in  this  respect  among 
isii'i  Slates  till  further  "extension"  and  additional  "an nexati<jn" 
(ltd.    You  are  referred  on  this  subject  to  the  public  documents 
tlur  authentic  books  specified  in  the  note  D,  hereto  annexed..    In  a, 
61 


786 


S.  Doc.  112. 


l.~-s. 


''■  I 


■H 


'  /<^ 


t    .  ,   li 


m 


few  years,  whether  in  time  of  war  or  in  time  of  peace,  not  only  the 
Atlantic  cities,  but  the  entire  valley  of  the  Mississippi,  can  be  supplied 
by  her  with  most  tropical  productions  with  greater  facility,  and  clie.iper 
than  they  can  be  [>rocured  from  Cuba,  or  from  any  other  of  the  West 
India  islands.  A  tithe  of  the  sum  necessary  to  purchiase  Cuba,  if  Spain 
should  be  willing  to  dispose  of  it,  and  a  fiftieth  part  of  the  amount  of  ex- 
penditure  necessary  to  conquer  and  annex  that  island  by  arms,  or  to 
obtain  it  in  any  other  mode,  honorable  or  dishonorable,  if  expended  by 
the  federal  government  (even  as  above  indicated,  by  liberal  grants  of 
land)  in  aid  of  works  of  internal  improvement  in  Florida,  would  render 
that  State  more  valuable  than  Cuba  ever  can  be  to  this  confederacy. 
Such  policy  might  also  subdue  some  of  the  covetings  and  cravings  many 
seem  to  have  for  the  "Queen  of  the  Antilles,"  (as  they  designate  that 
island,)  and  obviate  in  some  degree  the  necessity  which  they  insist  now 
exists  of  its  being  forthwith  wrest(;d  from  Spain  and  possessed  by  the 
United  States.     War  and  bloodshed  would  also  be  thereby  averted. 

The  most  judicious  policy  that  can  be  adopted  by  the  federal  m- 
ernment  with  reference  to  Florida,  in  my  judgment,  is,  to  transfer 
without  delay  to  that  State  every  acre  of  public  lands  within  Its  bor- 
ders, stipulating  that  the  procc^eds  thereof  hereafter  realized  by  the 
State  shall  be  exclusively  devoted  to  internal  and  harbor  imprcvements 
within  the  State ;  the  United  States  reserving  only  the  necessary  sites 
for  light-houses,  fortifications,  and  other  structures,  under  the  control  of 
the  federal  government.  At  any  rate,  the  transfer  of  all  lands  that  at 
•this  time,  or  hereafter,  have  b(*en  offered  for  sale  at  $1  25  per  acre 
for  ten  years,  and  that  remain  untold ,  should  be  made,  and  a  similar  rule 
could  be  wisely  applied  to  all  the  States  wherein  public  lands  lie. 

No  one,  it  is  presumed,  will  deny  that  the  coa^t  frontier  of  every  part 
of  the  lUnited  States  is  peculiarly  a,  subject  of  legitimate  concernment 
for  the  federal  government,  or  that,  to  a  certain  extent,  the  States  have 
yielded  the  partial  control  thereof  to  the  United  States ;  and  that,  in 
some  (respects,  it  m.'iy  be  regarded  as  the  common  property  of  the 
people  of  aji  of  the  States  of  this  confederacy.     The  hues  of  jurisdic-l 
,tion  between  the  States  and  the  federal  government,  and  between thel 
ireapective  State  governments,  as  to  such  coast  frontier,  are  distinitlTJ 
marked  by  filie  federal  constitution.     The  federal  government  has  not! 
been  invested  by  the  Stales  with  any  right  of  irroimrty  io  \\\c  cmld 
By  article  4,  sootioji  2,  dauHo  1,  of  the  federal  compact,  it  is  stipulatedl 
that  ^thc  citizens  of  each  State  shall  he  entitled,  to  all  imvdeges  and  mmX 
nitics  of  citizens  in  tloe  several  States;"  and  it  has  been  held  that  thcfreel 
right  of  navigatioo,  of  commerce,  and  of  piscary,  and  in  fine  of  eveijj 
usufructuary  privilege  of  the  coafft  waters,  (not  essential  find  cxckisivdjl 
local,)    and  that  ar<;  common  rights,  as   distinguished  from  cxclujirtl 
rights  of  jjwpcr^j/,  in  a  State,  or  in  individuals,  pertain  (Miually  to  il« 
citizens  of  the  United  St.'Ues  of  every  Slate  of  tfie  confederacy,  wtii 
out  distinction  in  favor  of  the  citizens  of  that  State  of  which  suchcoid 
is  the  frontier.     Such  police  reguhitions  as  sound  policy  may  rendfj 
necessary  can  be  rightfiilly  established  and  enfi^rced  hij  that  Stute,\ 
it  may  enact  laws  for  the  i)rot<!Ction  and  conservation  of  such  com 
rights,  and  to  regulate  tlujir  U8(%  so  as  to  prevent  their  abuse;  butJoi 
laws  must  apply  equally  to  it»  own  citizens  as  to  the  citizens  of  it 


of  peace,  not  only  the 


S.  Doc.  112. 


787 


■s  ■ 


conservjition 
their 
to  the  citizens  ol 


other  States.     The  general  rights  of  navigation  and  of  commerce  by 
all,  and  that  of  piscary  m  waters  not  exclusively  loeaJ,  cannot  be  wHli- 
iield  for  the  exclusive  benefit  of  its  own  citizens.     But  no  other  State 
may  rightfully  legislate  as  to  such  privileges  on  the  coasts  of  a  sister 
State;  nor  does  the  federal  government  possess  any  constitutional  power 
toregulite  by  law  the  right  of  piscaiy  on  the  coasts  of  a  State,  nor  to 
cede  by  treaty,  or  otherwise,  the  privilege  of  using  such  fisheiios  to  a 
foreign  power,  or  its  subjects,  any  more  than  it  can  regulate  by  law  any 
other  common  right  in  a  State,  or  cede  away  a  part  of  the  territory  of  a 
gtate  to  a  foreign  power.     To  dtftfid  and  jn-otect  such  coast  frontier  in 
iuhichthe  citizens  of  the  United  States  in  all  the  States  have  such  common 
\intcreist,  as  well  as  because  it  is  a  part  of  owe  of  the  States;  to  "  repel  in- 
wifww,"  (see  article  1,  section  8,  clause  15,  constitution  United  Slates,)  is 
the  bounden  duty  of  the  federal  government.   It  is,  in  the  clause  just  cited, 
invested  with  full  power;  and  the  national  compnct twice  enjoins  the  ful- 
filment of  such  duty,  (see  clause  last  cited,  and  article  4,  section  4 ;)  and 
the  same  instrument  contains  an  express  constitutional  guaranty  that 
H  shiiH  protect  each  of  than  [the  States]  against  invasion,''  &c.     The 
federal  government  builds  fortifications,  and  navy  yards,  and  ships,  and 
Srmories,  and  ai'senals,  and  military,  and  naval,  and  marine  hospitals, 
md  custom-houses,  and  it  estabhshes  lines  of  mail- steamers  to  Great 
Iritain  and  Europe  and  to  the  Pacific ;  it  has  erected  and  maintains  an 
Ibservatory,  and  a  Military  and  Naval  Academy ;  has  a  *'  Coast  Survey" 
[stablishment;  sends  ships- of-war  on  exploring  expeditions;  and  Con- 
fess, within  the  last  fifteen  years,  has  spent  millions  of  dollars  lor  the 
laking  and  j)ublication  t)f  all  kinds  of  books,  on  all  kinds  of  subjects. 
ome  of  the  improvements  on  the  coasts,  and  leading  to  the  coasts  of 
florida  above  noticed,  are  as  directly  and  immediately  important  and 
ssential  for  the  "rfc/cwce"  and  '■^protection''  of  that  section   "against 
mnon"  as  forts,  ships,  &c.,  can  be  etseicherc.     This,  it  is  true,  is  owing, 
some  degree,  to  the  peculiar  geographical  position,  insular  informa- 
)n,  and  character  of  that  section.     Under  such  circumstances,  to  deny 
16  legitimate  constitutional  power  of  the  federal  government  to  "pro- 
*'!!  for  the  common  dcfeiwe"  by  aiding  and  promoting  such  neccssiny  im- 
)vements  in  Florida,  is  to  deny  to  it  the  power  to  employ  the  proper  and 
icessary  means  of  fulfilling  such  constitutional  duty.    \Vhilst  the  obli- 
ition of  the  general  government  to  "defend"  and  "protect"  a  State 
tsainst  invasion^'  in  time  of  war,  is  conceded,  to  object  that  the  frderal 
kitution  does  not  allow  prudent  and  proper  and  necessary  pnpura- 
tt  by  it,  in  time  of  peace,  for  the  fulfilment  of  such  duty  ecouomi- 
ly,  advantageously  and   successfully,   is  extending   "the   .vilutary 
le  of  strict  construction"  into  absurdity.     The  attenuated  loyic  by 
ich  objections  are  made  to  the  means  of  defence  and  protection  as 
institutional,  because  forsooth  the  re.-ort  to  such  means  may  also, 
I  otherwise,  promote  other  interests  of  the  State,  or  of  the  confed- 
^cy,  has  little  weight  with  nie.     But  when  the  aid  desired  can  be 
Ided  ill  the  exercise  of  the  undoubted  constitutional  authorit}"  of 
igress  to  dispose  of  the  ptddic  lands  for  the  common  benefit,  all 
iples  with  respect  to  grants  of  such  lands  in  aid  of  those  inprove- 
its  in  the  States  where  the  lands  lie  should  be  extinguished.     The 
)licy  and  injustice  of  the  federal  government  retaining  all  the  lands 


m 


jC 


79» 


S.  Doc.  112..^ 


i    T,f 


■  r.ij,  k     * 


unsaleable  at  the  present  minmum  price  fixed  by  it  for  a  series  of 
years  after  they  have  been  offered  for  sale,  without  yielding  any  taxes 
for  them  to  the  States  wherein  they  Ue,  not  contributing  anything  in 
any  mode  for  the  making  and  repair  of  ordinary  highways  and  bridges 
through  them,  is  severely  felt  by  every  resident  (whether  rich  or  poof\ 
of  a  country  in  which  there  is  a  large  quantity  of  unsold  public  lands. 
The  personal  labor  the  settler  is  compelled  to  yield  in  this  way,  to  en^ 
hance  the  value  of  the  property  of  the  United  States,  in  addition  to  l^j 
other  taxes,  is  an  onerous  burden.     Difficulties  will  probably  ensue  from 
the  granting  to  one  sovereign  State  the  control  and  ownership  of  landj 
within  another  sovereign  State,  even  if  the  lands  are  made  liable  to  just 
taxation;  and  still  greater  difficulties  will  arise  as  to  the  adoption  of  any 
just  rate  of  distribution  amon^  the  States.     Some  proposed  rules  of 
distribution  are  absurd  as  welt  as  iniquitous.    By  the  rule  of  popula- 
tion.  New  York  would  at  this  time  receive  33  acres  to  every  one  r^ 
ceived   by  Florida,  and  yet  Florida  has  1,200  miles  of  seacoast  to 
defend,  w^hilst  New  York  has  less  than  150  on  her  Atlantic  frontier. 
Florida  has  7,671,520  acres  more  in  area  than  New  York.    She  is 
larger  than  New  York  and  Massachusetts  or  New  York  and  Maryland 
toge  her;  she  is  larger  than  New  York,  New  Jersey,  and  Connetticui 
all  together ;  and,  leaving  out  Maine,  more  than  ttvice  as  large  as  all  the 
other  five  New  England  States  together.     Florida  has  no  Bboantains- 
and  properly  improved  she  will  have  within  her  limits  less  waste  land, 
not  susceptible  of  cultivation,  than  either  New  Hampshire,  or  Massa- 
chusetts, or  Maryland,  or  New  Jersey,  though  neither  of  those  States 
is  one-seventh  of  her  size ;  and  she  would  be  capable,  in  a  few  years, 
if  improved  as  suggested,  of  sustaining  comfortably  a  larger  population 
than  New  York  of  itself,  or  all  the  New  England  States  united.    Pop. 
ulation  is  a  shifting  rule,  and  not  based  on  any  just  principle  when 
adopted  with  reference  to  grants  to  the  States.     If  the  grant  is  in- 
tended to  be  given  to  the  citizens  of  each  State  disposed  to  emigrate 
to  and  settle  on  such  lands,  the  federal  government  nad  better  mab 
the  grant  directly  to  the  occupant.     The  only  true  and  just  rule  as  to 
grants  in  aid  of  works  for  coast  defence,  or  any  other  national  objects, 
'/*  the  necessity  or  importance  of  stick  work,  and  the  advantage  that  will 
result  to  the  country  therefrom.     The  policy  of  promoting  the  settle- 
ment of  an  exposed  frontier  State  by  free  grants  of  lands  to  occupants, 
and  to  the  State  in  aid  of  internal  improvements,  is,  it  is  conceived, 
quite  as  obvious,  and  fully  as  strong,  as  any  policy  of  defence,  as  to  a 
future  war  with  a  naval  power,  that  can  be  adopted.     The  expense  in- 
curred in  one  such  war  of  three  years,  necessa/y  to  defend  the  1,200 
miles  of  seacoast  in  Florida,  would  probably  exceed  fourfold  all  tliat 
is  necessary  lor  the  government  to  yield  in  aid  of  internal  improvements 
in  that  State!     Our  entire  national  coast  should  be  defended— "No 
foe's  hostile  foot  should  leave  its  print  on  our  shore."     The  dishonor  ofa 
successful  invasion  by  an  enemy  will  be  as  great,  if  the  assault  be  made 
at  Cape  Sable  or  Appalachiccla,  as  if  made  at  Philadelphia  or  Wash- 
ington.    Besides,  if  such  improvements  are  made,  the  means  of  defence 
thereby  permanently  estabhsned  in  Florida  will  enable  the  federal  gov- 
crnment  to  provide  more  readily  and  eaily  for  other  exposed  points, iuid 
to  furnish  troops  which  could  not  be  withheld  or  abstracted  firom  Florida, 


S.  Doc.  112. 


789 


in  her  present  condition,  during  such  war,  without  gross  dereliction  of 

federal  duty. 

That  the  scientific  .and  able  engineers  educated  for  and  in  the  fed- 
eral service  ought  to  be  (when  the  federal  gov(  nment  has  so  little 
appropriate  employ  for  them  as  at  present,  and  generally  in  times  ot 
■  peace)  assigned  to  duty  in  the  States,  in  surveys  for  public  improve- 
\  ments,  is  an  opinion  becoming  quite  general ;  and  if  such  course  is 
I  adopted,  it  will  probably  prevent  the  abolition  or  reduction  of  such 
corps.    The  services  of  such  officers  would  be  most  valuable  to 
J  Florida  in  her  surveys  for  the  various  works  I  have  mentioned  above. 
I    The  population  of  Florida,  by  the  last  census,  was  but  47,167  white 
I  persons,  928  free  colored,  and  39,309  colored  slaves;  in  all,  87,401. 
If  Congress  will  encourage  and  foster  the  growth  and  prosperity  of  the 
State  by  aiding  and  promoting  the  works  indicated,  in  the  manner 
Suggested,  emigration  thither  from  Maryland,  Virginia,  North  Carolina, 
Kentucky,  Tennessee,  Missouri,  and  other  States,  will  speedily  com- 
[mence;  and  by  the  vear  1860,  her  population  will  be  quadrupled,  her 
(resources  and  wealth  augmented  in  still  greater  ratio;  and  the  most  ex- 
and  defenceless  tection  of  the  Union  rendered  impregnable.    By  even 
[yielding  to  the  State  merely  the  lands  made  valuable  by  the  works  she 
maw  coiutrwt,  and  with  the  means  thereby  afforded  for  the  employment 
of  labor  in  the  construction  of  such  works,  she  will  be  enabled  to  do 
jiuch.    Grant  her  all  the  vacant  land,  and  (excepting  tlie  "ship 
canal")  she  may  effect' all  that  her  own  interests  or  those  of  her  sister 
gtates  demand,  now  or  hereafter. 
A  reference  to  the  map  of  Florida  now  sent  to  you,  made  at  the 
kreau  of  Topographical  Engineers  in  1846,  and  to  a  chart  of  the  light- 
liousfis  of  the  United  States,  also  enclosed,  will  show  you  that,  with 
Bpwards  of  1,200  miles  of  dangerous  sea-board,  there  are  fewer  light- 
houses in  the  State  than  there  are  appurtenant  to  the  chies  either  of 
Sm  York  or  Boston.    Property  of  upwards  of  two  hundred  millions 
kf  dollars  in  value,  it  is  estimated,  annually  passes  along  a  large  por- 
1  of  the  Florida  coasts,  which  are,  in  many  places,  as  much  exposed 
nd  dangerous  as  the  coast  of  any  section  of  the  Union. 
In  the  document  referred  to  in  note  E,  annexed  hereto,  you  will  find 
bted  the  value  of  the  property  annually  wrecked  on  the  keys  and 
eefs  and  coasts  of  South  Florida,  and  wiiich  is  carried  into  Key  West 
br  adjudication  of  the  salvage,  for  each  of  the  ten  years  last  past. 
.  large  amount  wrecked  elsewhere,  on  the  upper  coast,  and  that  which 
totally  lost,  is  not  estimated;  nor  is  the  great  loss  of  human  life  ad- 
erted  to.    The  average  value  of  all  the  property  annually  wrecked 
hd  lost  on  all  the  Florida  coasts  and  reefs  cannot  be  less  than  a  million 
Jdnlfars! 

You  are  referred  to  the  statements  procured  from  the  Treasury  De- 
riment  herewith  sent  to  you,  and  to  the  documents  specified  in  note 
I  for  the  tonnage  and  foreign  exports  and  imports,  and  other  statistics 
I  the  State. 

[You  will  find  in  some  of  the  documents  I  send  you  authentic  inform- 
on  as  to  the  fisheries  on  the  coast  of  Florida.    It  is  predicted  that, 
Ifore  many  years,  these  fisheries  will  become  a  source  of  profitable 
iployment  to  thousands  of  seafaring  men,  who  will  be  induced 


■■■'}        ' 


(1 


I 


790 


a  Doc.  112. 


iii 


theret)y  to  become  residents  of  the  islands  and  coasts  contiguous  to  them 
and  they  will  be  looked  to  particularly  b^  the  inhabitants  of  the  0,^3, 
western  valley  for  the  supply  of  that  article  of  subsistence;  and  other 
sections  of  the  Union,  and  foreign  countries,  may  likewise  l^  furnished 
from  them.  They  pertain  exclusively  to  the  State,  the  constitutioQ 
whereof  asserts  its  right;  and  they  are  regarded  a^  destined  to  be  of  at 
much  imporXance  and  value  aa  the  fisheries  on  the  coast  of  the  BritUh  colo- 
nics at  the  northeast  end  of  this  continent. 

In  addition  to  the  documents  above  mentioned,  I  enclose  you  a  letter 
(0)  respecting  the  State  of  Florida  from  that  intelligent  ofhcer,  J.  q\ 
O.  Kennedy,  esq.,  of  the  "Census  Bureau;"  and  also  a  statement,  (Hj 
compiled  from  the  laws,  of  all  the  appropriations  of  money  or  lanij 
mtulo  by  Congress  since  the  acquisition  of  the  Florid  as,  in  any  wlseij 
aid  of  public  improvements  therein. 

Though  hundreds  of  invalids  and  valetudinarians  annually  resort  to 
Florida  from  the  North  and  West,  during  the  winter  months,  the  State 
lias  been  slandered  as  being  insalubrious.  The  letter  of  Mr.  Kennedy 
proves  that  on  the  score  of  health  she  stands  ahead  of  any  other  unitkn 
State,  and  is  exceeded  by  biU  one  old  State  and  but  two  new  Statu  of  ^ 
Union.  Some  transient  visiters  to  Florida,  ignorant  of  the  ordinances  ci 
Providence  for  the  preservation  of  health  in  tropical  regions,  andiijni 
rant  of  the  genial  effect  of  the  climate  upon  the  soil,  and  comparing' 
soil  of  Florida  with  the  rich  bottom-lands  of  the  western  and  midl 
States,  denounce  the  lands  of  Florida  as  "barren  sands,"  as  "wol 
lesH,"  &c.  Mr.  Kennedy's  testimony,  founded  on  the  unerring  test « 
official  statistics  of  facts,  disproves  all  these  notions,  and  establisL. 
the  fact  that  in  proportion  to  the  improved  lands,  and  in  proportion  aU\i 
her  population,  her  agricultural  products  exceed  in  value  those  of  any  oM 
State  of  the  Union;  and  so,  also,  in  proportion  to  her  slave  populatioJ 
they  exceed  in  value  those  of  any  other  of  the  slave  States. 
Very  respectfully,  your  obedient  servant, 

E.  C.  CABELL  I 

IsBABL  D.  Andrews,  U.  S.  Consul. 


APPENDIX. 


tr. 


Statement  compiled  from  report  of  Commissioner  oj  General  Land  Op^ 
to  public  lands  in  Florida,  June  30,  1851,  and  other  documents  id 
General  Land  Office. 

Ares  in  square  milos 

Area  in  acres 37,!l3!i 

Surveyed 22,3I|( 

Unaurveyed 15,61S 

Oflbred  fur  aale 17,043 

Sold 1,(11 

Surveyed  and  notoflbred 5,'J?I| 

Advertlied  in  fell  of  1851 1,»,( 


i  coasts  contiguous  to  them; 
the  inhabitants  of  the  great! 
le  of  subsistence;  and  other  I 
I,  may  likewise  be  furnished  I 
the  State,  the  constitution  I 
•ardcd  aa  destined  to  be  of  (A 
I  the  coast  of  the  BritUh  colA 

I  " '        r 

itioned,  I  enclose  you  a  letter! 
hat  intelligent  officer,  J.  cj 
;"  and  also  a  statement,  i 
priations  of  money  or  landl 
'the  Florid  as,  in  any  wiseia| 

adinarians  annually  resort  i 
the  winter  months,  the  State) 
The  letter  of  Mr.  Kennedy 
ids  ahead  of  any  other  »mtkn 
?  and  but  two  7iew  States  njt 
,  ignorant  of  the  ordinances  cj 
in  tropical  regions,  and  igno 
m  the  soil,  and  comparing  tb 
Is  of  the  western  and  mid 
s  "barren  sands,"  as  "wor 
unded  on  the  unerring  test  ( 
hese  notions,  and  establkliei 
lands,  and  in  proporlm  aki 
'xcecd  in  ralue  those  ofamjoM 
orlion  to  her  slave  populationj 
of  the  slave  States. 
lieut  servant, 

E.  C.  CABELL 


X. 


sioncr  oj  General  Land  OM 
1851,  and  other  documentiki 


J9l 
37,9311 
22,3111 
V)M 
17,043,1 

1,0 
5,'2I1,I 

i,;M 


S.  Doc.  112.  791 

Soneved  nn<t  not  sold 2i,5n4  238 

nonatiiiiw  huiI  graiiU  for  schools,  ( 16th  sections,)  and  for  unWenity 954'  583 

Kentucky  deaf  and  dumb  asylum 2o'994 

Kraal  improvements,  graut  on  admission qqq'  qqq 

Its  to  individuals,  "  armed  occupants,"  under  acts  of  1842  and  1848^  patented  ' 

up  to  June  30, 1851.. ^ 52,114 

Public  buildinj(B,  seat  of  goveniment g  049 

Onuits  for  military  services,  &.c.,  (general  military  land  warranU  located  hi 

Florida). .--... ...--- 31  240 

Beierved  for  "  hvc  oak"  for  navy jgg  ggg 

[Tliis  does  not  include  sites  for  forts,  light-houses,  &c.,  or  town  lots  of  United  ' 

gtates  in  PcJisacola  and  St.  Augustine,  nor  the  keys  and  islands  on  the  coasts,  all 
of  wbich  are  reserved  for  the  present ;  the  departmouts  having  decided  that  an 
«t  of  Congres  is  necessary  to  release  a  reser>'ation  by  the  President  for  any 

purpe^l 

Beservatiou  for  town  of  St.  Mark's ^ jjOg 

Confirmed  private  claims,  (Spanish  grants,  &c.) !!!"!!!!!'       1,939,789 

Swampland'  returned  to  June  30, 1851,  not  including  those  in  the  regions  yet 
unsurveyed,  and  others  not  designated,  supposed  to  amount  to  several  millions 
of  acres 562,170 

Beierved  temporarily  for  Indians  umler  General  Worth's  arrangement,  including 

•neutral  ground"  prescribed  by  War  Department,  estimated  at 3, 600, 000 

Land  sold  in  year  ending  June  30,  1851, 27,873  acres :  receipts  same  time,  $34,842.    The 

expeoBes  in  Florida,  of  the  United  States,  as  to  the  public  lands,  for  some  years  exceed  tho 

receipt*. 


o.  ■    -;;  ;■■'■.; 

Cknsus  OrricK,  WASHiNOTOjr  Citt, 
August  23, 1852. 
DiirSir:  In  compliance  with  your  request,  I  enclose  you  sundry  printed  statements  com- 
piled in  this  office  in  January  last  from  the  official  retunis,  relating  to  the  population,  products, 
iie.,  of  Florida,  and  also  of  other  States,  so  far  as  is  necessary  to  verify  the  comparisons  made 
below.    The  gtat«^ment8  are  generally  correct;  but  typographical  and  other  errors,  which  exist 
to  an  inconsiderflle  extent,  will  be  rectified  in  the  official  publication  soon  to  be  made.    These 
(orrections  will  not  change  materially  any  of  the  results  given. 
It  seems: 

1.  That  the  number  of  deaths  in  Florida  In  the  year  ending  June  1, 1850,  was  933,  the  popu- 
lation being  87,400.  This  is  but  one  in  93  (and  a  fraction)  in  that  year,  and  is  less  in  propor- 
tion than  in  any  other  State  of  the  Union,  except  Vermont,  Iowa,  and  Wisconsin. 

The  Territories  of  Oregon  and  Minnesota,  it  appears,  had  fewer  deaths  m  1850,  in  propor- 
tion to  their  population,  than  any  State.  Tins  may  in  some  degree  be  accomited  for  by  the 
fact  that  emigration  thither  is  mostly  of  male  adults  in  the  vigor  and  prime  of  life,  and  there 
are  in  these  countries  comparatively  fewer  aged  and  infii-m  persons,  and  fewer  children,  than  in 
the  old  settled  States. 

2.  The  entire  area  of  Florida,  in  acres,  is  37, 931, 520 ;  and  of  this  there  were  in  1850  only 
349, 049  acres  of  improved  laud.  The  official  average  valuation  of  these  improved  lands, 
made  by  the  returning  officers,  is  |18  per  acre,  being  much  less  than  the  average  valuation  of 
improve<l  lands  in  any  other  State  or  Territory. 

Florida  has  less  improved  lauds  than  any  State,  except  Rhode  Island  and  California.       s 

3.  Florida  has  acres  of  improved  lands 349,049 

Unimproved,  attached  to  above 1,236,240 

Cash  value  of  improved  lands $6,323,109 

Value  of  farming  implements  and  machinery |G58, 795 

HorseR 10,848 

Mules,  &c 5,002 

Milchcows 72,876 

Working  oxen 5,794 

Othercattle 182,415 

Sheep 23,311 

Swine 209,453 

Value  of  Uvo  stock $2,880,058 


I'i 

in 


792 


S.  Doc.  112. 


Wheat,  bushels  of. ,  ^ 

Bye,  buHhflH  «f J' jj 

Indian  corn,  bunheU  of i  ou'^ 

Oats,  biwhelB  of '^'?J 

Rlc«,iM,und»of..     i,fty5;2 

Tobat^L'o,  pounds  of. 998  gu 

Ginned  cotton,  bulvaof  400  pounds  each ^'.!| 

Wool,  pounds  of i jtlgM 

Peas  and  beans,  bushels  of. 135  xg 

Irish  potatoes,  bushels  of y'^ 

Sweet  potatoes,  buHhels  of. 757  m 

Buckwheat,  bushels  of. '  „ 

Value  of  orchard  products,  in  dollars j  om 

Wine,  gallons  of '  .J 

Value  of  produce  of  market  gardens g^. 

Batter,  pounds  of 371*49* 

Cheese,  poimdsof. 18' Ola  I 

Hay,  tons  of j'g 

Other  grass  seeds,  bushels  of ' 

Hops,  pounds  of. j. 

Flax,  pounds  of jq 

Silk  cocoons,  pounds  of J 

Cane  sugar,  hhds.  of  1,000  pounds 2  752 

Molasses,  gallons  of 352' 

BecHwax  and  honey,  pounds  of. if^'^^  1 

Value  of  home-made  manufactures $75  5$ 

Value  of  anunals  slaughtered ^IH 

4.  It  seems  that,  in  proportion  to  the  quantity  of  improved  lands,  Florida  produces  more  cot- 1 
ton  than  any  other  State.    So,  also,  in  proportion  to  the  slave  population,  she  produces  nKire 
cotton  than  any  other  slave  State.    So,  also,  in  proportion  to  her  entire  popidation,  the  pro- 
duces  more  cotton  than  any  other  State  of  the  Union. 

5.  She  produces  more  sugar  (from  cane)  in  proportion  to  the  lands  in  cultivation,  and  alw 
in  proportion  to  her  slave  population,  and  also  in  proportion  to  her  entire  populatiuo,  thtuur 
other  State  of  th,e  Union,  except  Louisiana  and  Texas. 

6.  Florida  raises  a  greater  quantity  of  tobacco  than  any  of  the  other  States,  except  Conieo. 
ticut,  Maryland,  Virginia,  North  Carolina,  Tennessee,,  Kentucky,  Ohio,  Indiana,  and  Missouri; 
and,  in  proportion  to  the  lands  in  cultivation,  and  to  the  population,  greater  than  several  of 
those  States.  She  raises  a  greater  number  of  bushels  of  sweet  potatoes  than  any  Sf  ate  uf  the 
Union,  in  propoition  to  the  land  in  cultivation,  and  slave  population,  and  aggregate  population. 

7.  The  number  of  cattle  in  Florida  compares  mth  that  of  any  State,  in  the  same  way. 

8.  No  account  of  onmges,  figs,  olives,  plantains,  bananas,  yams,  or  other  tropiculfruiti,or 
of  the  coompty  or  arrow-root,  or  sisal-hemp,  or  other  tropical  productions,  can  be  given  it 
this  time  from  this  office. 

There  is  great  difficulty  in  estimating  the  value  of  the  different  products  of  the  different 
States,  and  of  the  same  products  in  diflfurent  States ;  but,  from  a  general  and  hasty  cstiimtt 
from  the  best  data  I  can  refer  to,  and  from  comparison,  I  am  satisfied  the  value  of  the  u);riciil- 
tural  products  of  Florida,  (of  course  in  the  State,)  in  proportion  to  the  area  of  improved  laa^ 
and  to  the  population,  slave  or  free,  and  both,  will  compare  favorably  with  the  value  uf  the  pro- 
ducts  of  any  State  of  the  Union.  When,  therefore,  the  lower  value  of  the  laud  and  of  the  | 
agricultural  implements  used  is  estimated,  and  also  thu  superior  health  of  the  State  is  cunsider- 
ed,  your  anticipations  of  the  comparison  being  advantageous  to  your  State  will  be  realized. 

Florida  is  behind  many  of  the  States  in  her  com  crop,  and  she  raises  but  a  small  quautittof  I 
wheat,  rye,  or  oats;    and  it  appears  the  value  of  all  investments  in  the  State  of  tU 
in  cotton  manufactures  is  $80,000,  whii,h  is  of  cotton  goods — ^making  624,000  yards  of  sheet 
iug  annually.    It  is  impossible  at  this  moment  to  fui-nlsh  the  statistics  of  the  lumber  busines  | 
ui  Florida,  which  amounts  to  a  large  sum  annually. 

I  have  the  honor  to  be,  sir,  with  great  respect,  your  obedient  servant, 

JOS.  C.  G.  KENNEDY,  Superiutendai. 

Hon.  E.  C.  Cabell. 


S.  Doc.  112.  7ft3 

TRK4sirRT  Dbpartmeut, 
HtgiMter'M  Ofiu,  Awgiut  25,  1852. 
DiA»  Sir:  I  have  canwjd  a  olerk  to  compile  the  memoraudtt  dvnired  by  you  of  the  ttRtittic* 
I  «f  commerce  nnd  lUTifftttinn  in  nurida  in  1«50-'51,  which  are  as  followi: 

1*0,  imports  fr<»ni  foreign  port! $95,109 

1851 do.... ....do.. 94^^ 

1850,  exports  to  foreign  ports 2,6n7,968 

1851 do do 3,939J10 

Tonnage  in  1850,  9,365  tons ;  in  185J ,  1 1 ,272  tons. 

Of  the  exports  in  imt,  $3,546,471  was  from  Appalachlcota ;  and  in  1851  there  was  $3,858,983 
I  from  the  same  port.  In  1851 ,  the  foreign  exports  from  St.  Mark's  were  $61,755.  Much  more 
Itlaahsli  of  the  tonnage  of  the  entire  State  is  from  Key  West. 

I  Of  the  value  of  shipments  of  foreign  or  domestic  merchandise  or  products  from  and  t» 
[Florida  ports,  eoa$ttei$»,  to  and  from  other  ports  of  the  United  States,  no  returns  are  made 
[to  the  treasury.  It  is  presumed  that  the  value  of  the  shipments  of  cotton,  tobacco,  rice,  sugar, 
llnmber,  tar,  turpentine,  and  other  products  of  Florida  so  shipped  coastwise,  vastly  exceeds  the 
I  nlue  of  the  foreign  importatioils. 

I  The  exports,  foreign  land  coastwise,  from  llorida  ports,  greatly  exceed  the  products  of.  the 
I  State.  This  you  will  perceive  by  coniparisou  of  the  Census  Office  returns,  and  estimating  them 
I  with  the  statistics  you  can  procure  from  the  chamber  of  commerce  of  each  port,  or  merchants, 
Igf  the  coastwise  exports,  adding  the  latter  to  the  foreign  exports  above  given.  This  is 
liKountedforbythe  feet  that  a  large  amount  of  the  products  of  the  States  of  Alabama  and 
[Georgia  is  sent  to  the  Florida  Gulf  ports  for  shipment. 

I  have  the  honor  to  be  your  obedient  servant, 

N.  SABGENT. 


«il  ■■»■ 


^1    h 


\Suam-marine  of  the  United  States  on  the  Gvlf  oj  Mexico,  from  Cape  Sable 

to  the  Rio  Grande. 


Pistricti. 


fit.  Mark's,  Florida. 


|!ew  Orleans.... 

ptlveston 

pruoB  St.  lago. 

Total.... 


e 


12 


12 


2 
1 

78 


10 
5 


e 

« 

! 


95 


^ 


Tons  and  95(As 

45  00 

98  00 

13, 146  00 

7,410  00 

1,588(9 

657  00 


23,244  59 


I 


78 
4 

10 
5 


98 


S 


1 

9 


10 


S 


5 

8 

2,790 

395 

200 

75 


3,473 


The  above  is  taken  from  Messrs.  Gallagher  &  Mansfield's  report  of 
852.  The  steamers  at  Appalachicola  are  not  stated.  There  are  be- 
veen  fifteen  and  twenty  steamers  running  on  the  Appalachicola,  Chat- 
ahoochee,  and  Flint  rivers,  and  in  St.  George  Sound,  and  along  the 
koast  from  that  port,  the  tonnage  of  which  amounts  to  perhaps  3,500 
ons,  and  the  number  of  hands  so  employed  not  less  than  350.  Messrs. 
'  &  M.  say,  in  a  note  to  their  account,  "  only  those  vessels  at  New 
deans  which  ply  on  the  Gulf  of  Mexico"  are  given  by  them ;  the 
iississippi  river  boats  being  stated  in  another  part  of  their  report. 
[ey  West  is  not  given  in  the  above;  but  there  are  not  more  than  two 
jicamers  along  the  coast  not  included. 


w 


794 


S.  Doc.  112. 

The  Gulf  of  Mexico  and  the  Straits  of  Florida. 


The  Gulf  of  Mexico  is  the  southern  boundary  of  this  confederacy  fron 
the  "Diy  Tortngas"  to  the  mouth  of  the  Rio  Grande  del  Norte;  anjl 
is  remarkable  for  the  absence  of  capes  and  of  indentations,  in  ronin 
ison  with  other  seas.  The  coast  between  these  points  is  about  l,oOOniiie 
in  extent.    The  streams  emptying  into  the  gulf  from  the  State  of  Floridi 
are  mentioned  in  another  part  of  this  report.  Proceeding  westwardly  tin 
following  rivers  debouch  into  the  same  common  reservoir:  Tiick 
bama,  Tombigbee,  and  Mobile  rivers,  with  the  waters  of  their  respect! 
ive  tributaries,  some  reaching  inland  into  the  States  of  Mississippiaj, 
Georgia,  enter  the  gulf  through  Mobile  bay,  from  the  State  of  Alaban 
The  Pearl  and  Pascngoula,  from  the  State  of  Mississippi,  and  the  micitJ 
Mississippi,  (appropriately    styled    "  Pater   Fluviorum,^^)  flow  by 
diflferent  deltas  through  the  State  of  Louisiana.     Still  further  west,  t 
Sabine,  dividing  Louisiana  and  Texas,  and  the  Angelina  and  Nech«l 
the  Trinity  and  Buffalo  bayou,  (through  Galveston  bay ;)  the  Bra 
San  Bernard,  and  the  Colorado,  (by  Matagorda  bay;)  the  Navidadu 
]ia  Vaca  (by  La  Vaca  bay;)  the  Guadalupe  and  San  Antonio  byPaj, 
Cavallo ;  and  the  Nueces — all  flow  into  the  gulf  from  the  interior o| 
Texas.     The  Rio  Grande  divides  Texas  from  our  sister  republicj 
Mexico,  and  extends  from  its  outlet,  (latitude  25°  56'  north,  Ioil 
tudc  97°  12'  west  from  Greenwich,)  northwest,  as  such  boun(lar\',i, 
El  Paso,  at  tlie  32d  parallel  north  latitude ;  and  still  further  northwardiJ 
its  sources  in  the  mountains  of  New  Mexico,  more  than  1,300  miles  i 
length  from  its  mouth.     The  cities,  towns,  or  shipping  ports  of  Tampi 
Cedar  Keys,  St.  Mark's,  Appalachicola,  St.  Joseph's,  St.  Andrew's,  a 
Pensacola,  in  Florida ;  the  city  and  shipping-port  of  Mobile,  in 
bama;  the  towns  of  Pearlington  and  East  Pascagoula,  in  the  Stated 
Mississippi ;  the  city  and  port  of  New  Orleans,  in   Louisiana;  i 
Sabine  City,  Galveston,  Houston,  Velasco,  Brazoria,  Matagorda,  ] 
vacca,  Indianola,  La  Salle,  Saluria  and  Copancf  Corpus  Chri3ti,Br: 
Santiago,  and  Brownsville,  in  Texas — are  all  situated  on  or  coniiguoi 
to  the  shore  of  the  gulf. 

The  Mexican  States  of  Tamaulipas,  Vera  Cruz,  Tobasco,  and  Yua 
tan,  to  Cape  Catoche,  form  the  southwestern  and  southern  gulf  cw 
The  rivers  Tigre,  San  Fernando,  Santander,  the  Panuca,  and  theTol 
(by  Tampico  harbor,)  the  Tuspan,  the  Alvarado,  and  the  San  Juan,i 
Coatzacualcos,  the  Tobasco,  Laguna  de  Santana,  Lake  de  Termiii 
the  Rio  San  Pedro,  the  Usumasinta,  and  the  San  Francisco,  with  otid 
of  less  importance,  flow  into  the  gulf  from  Mexico ;  and  the  \m\&\ 
Matamoros,  Tampico,  Tuspan,  Vera  Cruz,  Alvarado,  Minatitlan,Fra 
tero,  Laguna,  Vittoria,  and  Campeachy,  Sisal  andMerida,  are  aliuju 
or  near  to  the  coast. 

A  glance  at  the  map  of  this  continent  will  show  that  this  greatest! 
is  of  an  irregular  circular  form,  embracing  from  18°  to  30°  north  latiti 
(upwards  of  760  miles,)  and  from  81°  to  98°  west  longitude,  (neJ 
1,000  miles ;)  that  the  extent  of  the  coast,  from  Tortugas  to  Cf 
Catoche,  is  about  2,700  miles;  and  that  the  waters  of  the  gulf  coi 
over  750,000  square  miles.     Inside  the  gulf  there  are  none  but  se 
islands  close  to  the  mainland,  except  those  off  the  capes  of  Florida  s 


S.  Doc.  112. 


705 


krails  (/Florida, 


th  the  waters  of  their  resr 


those  adjacent  to  the  coast  of  Yucatan.  The  distance  from  Tnrtupns 
(24°  31'  north  latitude,  hmgitude  m°  07'  wtst)  to  Ciik*  Cat(Khc  (lati- 
tude 21°  30',  longitude  87°  11')  is  a  litflr  more  200  miles,  and  the  course 
about  southwest.  Projecting  nearly  hctwecn  these  two  points,  but 
jevcrul  miles  nearer  to  Cnj)e  Catochc  th.in  to  Tortugas,  is  Cape  Anto- 
nio, (latitude  21*^  62',  hingilude  84^  69',)  the  southwes^torn  <xtren)ity  of 
the  island  of  Cuba,  which  island  reaches  some  70  miles  north  and 
eastwardly»  and  then  some  680  miles  further  to  th«;  east.  Cuba  on  the 
south,  and  the  reefs  and  keys  of  Florida  on  the  north,  (between  75  and 
80  nautical  miles  distant,)  form  the  entrance  of  the  "  Straits  of  Florrila." 
It  is  more  a  practical  fact  than  a  mere  figure  of  speech  that  these 
jtraits  are  but  a  continuance  of  every  river  falling  into  the  Gulf  of 
Mexico ;  and  that  the  place  where  their  united  waters,  flow  ing  through 
these  straits,  mingle  with  those  of  the  Atlantic  ocean,  is  the  true  mouth 
of  each  and  all  of  these  rivers. 

The  "straits"  wctcnd  from  the  Tortugas  up  to  latitude  27°  60',  their 
entire  length  being  more  than  three  hundrecl  miles ;  their  course  from 
Tortugas  to  Cape  Florida  is  nearly  east,  and,  after  rounding  that  cape, 
is  nearly  north.     After  this  change  of  course,  they  are  confined,  on  the 
west  side,  by  the  eastern  peninsular  coast  of  Florida,  and  on  the  east 
side  by  the  Bahama  banks,  the  Bimini  isles,  and  the  westernmost  Ba- 
hama islands,  and  the  Matanilla  reef,  (to  latitude  27°  35'  north,  longitude 
79°  11' west,)  where  their  barrier  on  that  side  ceases.    Tm  distance 
from  the  "west  head"  of  the  "Great  Bahama"  island  (latitude  26°  42' 
north,  longitude  79°  05'  west)  to  the  Florida  shore,  due  west,  (longitude 
80°  3'  west,)  is  less  than  seventy  miles ;  and,  in  the  entire  course  of  those 
straits,  at  no  point  does  their  width  exceed  eighty  miles.   The  immense 
waters  of  the  gulf,  contributed  by  the  numerous  rivers  above  named, 
and  others  of  less  magnitude,  are  all  forced,  on  leaving  the  gulf,  by  the 
powerful  currents  coming  into  the  mouth  of  the  gulf  from  the  south 
and  southeast,  through  the  Caribbean  sea,  from  the  coasts  on  this  side 
of  both  American  continents  as  far  south  as  the  Amazon,  and  beyond 
1.  Cape  l:?t.  Hoque,  and  even  from  the  equator  and  western  shores  of 
Africa,  across  the  Atlantic  ocean,  through  these  narrow  straits.    The 
vast  volume  of  water  thus  confined  rushes  through  these  straits  some- 
times at  a  velocity  of  five  miles  ])er  hour.    After  passing  the  Matanilla 
reef,  the  Gulf  Stream,  as  it  is  called — ^gradually  spreading  till  «>pposite  the 
capes  of  the  Delaware,  it  is  widened  to  upwards  of  two  hundred  miles-— 
continues  increasing  in  width  still  further  north  and  east ;  and  its  in- 
fluence as  a  current,  and  upon  the  temperature  of  the  waters  of  tho 
North  Atlantic,  is  perceptible  as  high  up  as  the  Banks  of  Newfoundland, 
and  beyond  the  44th  degree  of  north  latitude. 

There  is  no  other  such  sea  as  the  Gulf  of  Mexico,  so  entirely  sur- 
rounded as  it  is  by  countries  of  such  superior  agricultural,  mineral,  and 
I  commercial  resources.  No  similar  gulf  exists,  the  natural  and  wdis- 
[petmble  outlet  for  vast  interior  States,  with  a  population  of  many  mil- 
I  lions  of  republican  freemen,  unequalled  by  any  people,  noticed  in  aA- 
1  cient  or  modern  history,  for  general  intelligenee,  industry,  enttrj^rise, 
and  independence,  and  who  are  consequently  thriving  and  prosperous 
beyond  example.  These  States  extend  upwards  of  twelve  hundred 
miles  from  its  shores.     Their  wealth  is  exhaustless.  Their  population 


I 

I  il 


>i,  ' 


c706 


S.  Doe.  112. 


'  '  i 


« :■.■ 


t 

"v- 


may  be  quintupled,  and  they  can  still  sustain  such  number  in  pWntr! 
Their  soil,  and  especially  that  of  the  great  vulley  of  the  MisHuwippi^'j! 
of  surpassing  fertility;  and  their  contributions  to  the  commerce  of  j]). 
world,  through  this  gulf,  ore  the  varied  productions  of  a  region  spread. 
ing  over  18  degrees  of  latitude  and  tiie  same  degrees  of  longitude 
and  adapted  to  the  diversified  wants  of  nearly  eveiy  other  comi! 
try.  And  this  ^reat  "  inland  sea,"  though  easy  of  egress,  is,  at  the 
same  time,  readily  susceptible  of  defence  as  a  mare  ckuwm,  by  tiit 
8tates  situate  on  its  shores,  ngainst  any  foreign  intrusion  they  may  de. 
cide  to  interdict.  The  Mediterranean  or  Adriatic  is  not  equal  to  it 
nor  the  Baltic,  nor  the  sea  of  Marmora,  nor  the  Euxine,  superior  to  it! 
in  this  respect. 

The  realization  of  the  magnificent  project,  conceived  by  the  geniug  of 
Cortez,  of  mnkingthe  Gulf  of  Mexico  a  great  thoroughfare  for  the  com. 
merce  between  Lurope  and  China  and  the  Eost  Indies,  and  the  Pacific 
ocean  generully,  by  a  communication  through  the  Isthmus  of  Tehuan. 
tepee,  will  immeasurably  augment  the  importance  of  this  sen.  To  the 
benefits  which  that  great  man,  more  than  three  hundred  years  m 
foresaw  would  result  to  European  commerce,  must  now  be  superadded 
ihe  advantages  such  communication  will  give  to  American  commerce  witli 
Asiatic  countries,  and  in  the  Pacific,  not  inferior  in  value  to  that  of  Eurou, 

But  especially  would  such  communication  be  valuable  to  the  United 
States  of  America  for  the  facilities  and  security  it  would  afford  to  the 
intercourse  and  trade  between  those  portions  of  this  corifederacy  border- 
ing  on  the  Pacific  ocean  and  those  on  the  Atlantic  side  of  this  conti. 
nent.  It  is  not  deemed  extravagant  to  estimate  that  the  trade,  com. 
inerce,  and  navigation  of  the  United  States,  through  Tehtiantepet  aknt, 
if  a  ship  canal  there  be  practicable,  would,  within  five  years  from  the 
pompletion  of  such  canal,  exceed  the  aggregate  value  ol  all  the  present 
external  trade  and  commerce  and  navigation  we  now  have,  large 
it  is.  Markets  would  then  soon  be  open  to  our  enterprising  merchants  in 
supplying  to  the  hundreds  of  millions  of  inhabitants  of  Asia,  and  the 
rich,  extensive,  and  populous  islands  in  the  Asiatic  seas,  not  only  ar- 
ticles of  necessity,  but  also  of  luxury,  from  our  surplus  but  still  con- 
stantly increasing  stores ;  and  our  trade  with  the  islands  in  the  Pacific, 
and  to  the  foreign  States  on  its  shores,  would,  within  the  same  period, 
increase  tenfold.  We  could  then,  as  to  all  this  trade  and  commerce, 
enter  into  full  competition  with  every  other  commercial  power— and 
even  if  all  were  cqmbined  against  us^-on  terms  of  great  advantage, 
that  would  soon  obtain  and  secure  for  us  a  permanent  ascendency.  A 
railroad  across  the  same  isthmus  would  result  advantageously  to  us  in 
the  same  way,  though  not  to  the  same  extent. 

A  ship  canal,  or  railroad,  at  either  of  the  other  routes  of  passage  or 
transit  to  the  Pacific,  further  south,  generally  spoken  of,  (Nicaragua, 
Panama,  or  Atrato) — and  a  railroad  is  already  in  progress  at  Panama- 
must  advance  our  commerce  and  navigation  in  the  same  way ;  but  itis 
not  believed  they  can  be  as  valuable  to  this  country  as  the  "Gr«//* routed' 
would  be,  if  put  in  successful  operation. 

These  great  improvements  are  alluded  to  because,  whichsoever  of 
them  is  adopted,  and  if  all  of  them  should  be  put  into  operation,  most 
of  the.  trade,  commerce,  and  navigation  to  or  through  them,  or  in  any 


S.  Doc.  112/ 


797 


Hv;.<r  arising  from  them,  mu«t  necessarily  pnfli  through  the  "  Straiti  of 
Bin  iuch  number  in  pJentr'B//'»^"/"-"  ^**  "^  ^^^^  *'""^?'  commerce,  and  navigation,  throiigh  To- 
viiUey  of  the  Mi88ii»ippi;jjHinuintepec,  from  th«i  Pacific,  not  expressly  destined  for  giilf  ports, 
ions  to  the  commerce  of  tlJelvlK'tlier  bound  to  Athmtic  ports  or  Europe,  or  clsr  where,  wouhl  Iw 

^ •"""  "*" '—  "  )li2cd,  in  getting  out  of  the  gulf,  to  go  neor  to  Tortugas  and  Key  West. 

The  chief  portion  of  all  our  trade,  commerce,  and  nayigotioti  with 

ubaand  the  West  Indies,  and  especially  with  Jomiiica  and  the  Wind- 

rard  islnnds,  ond  with  the  eastern  coasts  of  South  America,  now  piissrs 

Jirough  these  straits,  and  likewise  the  trade,  commerca,  and  navig.itioii 

[Europe  with    those  places,  in  sailing-Teasels,  on   the  homeward 

„V8ge.    Steam-vessels,  on  their  outward  passage  from  the  Athtntic 

[lies,  also  pass  tiirough  the  straits,  and  most  of  Our  coastirg-vessels, 

tn  o(  the  largfidt  class,  bound  for  the  gulf— they,  generally,  crossing 

le  Bahama  banks.     The  voyage  through  the  Windward  passage,  or 

c  Mona  passage,  going  near  Jamaica,  and  round  Cape  Antonio,  is 

metimos  pursued;  but  it  is  several  hundred  miles  longer,  and  is 

[tended  with  its  peculiar  hazards,  and  also  delays,  that  render  the 

ber  passage  preferable. 

An  estimate  of  the  trade,  commerce,  and  navigation  of  the  Qulf 
w  annuidly  passing  through  the  Straits  of  Florida;  and  also  of  the 
iihcr  trade,  commerce,  and  navigation  of  the  United  States  and  of  other 
untrifs,  above  referred  to  as  pursuing  the  same  channel,  has  stated  it 
probably  amounting  to  $400,000,000,  (fi}ur   hundred  millions  of 
liars.)    That  it  must  increase,  and  rapidly,  and  to  an  immense 
aount,  and  particularly  that  of  the  United  States,  if  wc  are  blessed 
ith  a  continuance  of  peace,  no  one  can  doubt. 
With  reference  to  this  trade,  commerce,  and  navigation,  the  Straits 
Florida,  and  the  islands,  and  keys,  and  coasts  of  Southern  Florida, 
id  particularly  the  positions  of  Key  West  and   Tortvgas^  are  of  the 
ghcst  consequence  to  this  country  in  time  of  war  and  of  peace.    They 
e  equally  as  important  to  the  conmercial  and  navigating  interests  of 
le  Atlantic  States,  and  of  the  Atlantic  seaports  as  to  those  of  the  gulf 
ates  and  of  the  gulf  ports.    They  are  important  to  the  same  interests 
California  and  Oregon.    They  are  important  to  the  agricultural  in- 
•ests  of  the  great  valley  of  the  Mississippi.     They  are  importnnt  as 
outposts  of  the  military  and  naval  defences  of  the  entire  gulf  and  south- 
Atlantic  coasts,  and  as  points  from  which  to  assail  an  enemy. 
ley  are  essential  for  the  protection  of  all  our  commercial  and  navi- 
iting  interests,  not  merely  in,  or  to,  or  from,  the  gulf,  but  with  Cuba 
id  most  of  the  West  Indies,  and  with  the  eastern  coasts  of  this  conti- 
nt  further  south,  and  with  South  America.     The  prospect  of  an 
tensive  and  valuable  trade  with  the  rich  countries  bordering  on  the 
nazon  and  its  tributaries  being  soon  opened  to  us,  is  favorable;  and 
I  recent  auspicious  changes  in  the  affairs  of  the  Argentine  Republic 
fomise  an  increase  of  our  commerce   with    the  La  Plata    and  the 
tes  on  its  waters.     Our  commerce  is  extending  with  Brazil  and  with 
States  on  the  western  shores  of  South  America;  and  all  of  the 
ide,  commerce,  and  navigation  just  enumerated,  and  that  in  the 
cidc,  and  through  it  to  China  and  the  Asiatic  seas  generally — the 
icipated  augmentation  of  which  is  before  advertod  to— must  of 


il 


I 


798 


S.  Doc.  112. 


& 


PI       • 


'% 


necessity  pn?»3  within  sight  of  these  two  positions  above  designated 
and  most  of  it  through  the  entire  extent  of  the  ♦•  straits."  * 

Tortugas  is  to  the  Gulf  of  Mexico,  to  the  Straits  of  Florida,  and  to 
the  Cnribbean  sea,  and  in  fact  to  the  entire  West  Indies,  what  Malta 
is  to  the  Mediterranean  and  Adriatic  sejis,  and  the  countries  on  their 
shores.  The  position  of  Gibraltar  with  reference  to  the  commerce 
passing  through  the  Gut  into  and  out  of  the  Mediterranean  is  not  as 
commanding  as  is  the  position  of  Key  West,  with  reference  to  all  the 
immense  commerce  ot  this  country,  foreign  and  domestic,  and  that 
of  foreign  countries,  passing  through  the  Straits  of  Florida.  The  tbrti. 
fications  at  the  Dardanelles  do  not  more  completely  control  the  entrance 
to  the  sea  of  Marmora  and  that  to  the  Euxinc;  or  the  Castle  of  Cron- 
berg  th[)t  of  the  Baltic  through  the  sound  at  Elsinore;  than  the  forts 
at  Key  West  and  Tortugas  will,  when  finished  and  garrisoned,  and 
aided  l)y  the  modern  naval  power  of  stcnm-frigales— the  most  Ibrmida- 
ble  ever  known — control  the  entrance  to  the  Straits  of  Florida,  and  its 
entire  passage. 

Key  West  is  one  of  the  finest  iiarbors  in  the  United  States.  The 
largest  ships-of^war  can  enter  it  at  any  time  with  flicility.  Tlie  anchor- 
age is  secure,  and  it  and  also  the  Tortugas  ore  being  well  fortified. 
Tortugas  protects  Key  West  on  the  south  and  west,  and  the  latter  is 
equally  essential  to  the  full  protection  of  tlu!  former.  As  Key  West 
has  a  channel  of  ingress  and  egress  from  and  to  the  Gulf  of  Mexico,  as 
well  as  from  and  to  the  Straits  of  Florida,  and  supported  as  it  is  by 
Tortugas,  having  similar  channels,  it  would  require  lor  the  blockade  of 
a  naval  force  in  either  thrice  the  strength  of  the  force  blockaded ;  and 
the  blockading  force  must  necessarily  be  so  divided  as  to  prevent  any 
junction  giving  it  effective  superiority.  These  two  positions  will  be 
formidable  to  any  power  that  may  provoke  this  country  to  a  war,  and 
that  has  possessions  in,  or  convenient  to,  the  West  Indies ;  for,  besides 
the  Gulf  of  Mexico,  and  hot  oidy  tht  Havana  and  Matanzas,  but  the 
entire  island  of  Cuba,  and  every  other  West  India  island,  and  the  whole 
CfU'ibbean  Sea  and  its  coasts,  could  be  successfully  blockaded  by  a 
vigilant  and  effective  force  of  war-steamers  to  rendezvous  there.  From 
thence  any  point  in  the  region  named  could  be  assailed  in  a  few  hours. 

Another  consideration  gives  consequence  to  this  position  with  refer- 
ence to  the  interests  of  the  trade,  commerce,  and  navigation  before 
referred  to.  From  a  report  made  to  the  Coast  Survey  office  by  the 
agent  of  the  underwriters  of  our  Atlantic  and  other  seaports,  it  appears 
that,  from  the  year  1845  to  November  1, 1852,  the  number  of  American 
vessels  wrecked  on  the  Florida  reefs,  keys,  and  coast,  and  brought  in 
Key  West,  was  252;  and  the  aggregate  value  of  the  ships  and  cargoes 
was  $7,932,000.  The  salvors  were  awarded  on  this  property  $79S,:J17, 
or  al)out  ten  ])f:r  cent,  average  salvage  ;  and  the  expenses  incurred  were 
S3S9,3S0 — iihout  Jive  per  cent,  more:  amounting  in  all  to  $1,187,697,  or 
iihontji/'tefn  per  cent,  loss  to  tlie  owners  or  insurers.  In  this  statement, 
the  foreign  vessels  and  cargoes  wrecked  there,  are  not  included.  It  is 
estimali;d  they  equal  at  least  one-Jiftk  of  our  own  in  number  and  value. 
Those  vessels  that  were  supposed  to  be  entirely  lost,  and  the  crews 
of  which  probably  perished,  are  not  estimated  in  the  statement.    Tiie 


S.  Doc.  112. 


799 


n<; ;  or  the  Castle  of  Cr 


rstem  for  the  regulation  of  the  business  of  assisting  wrecked  vessels, 

n(l  for  securing  the  fidelity,  honesty,  and  vigilance  of  the  ''salvors,'* 
[ow  enforced  by  the  admiralty  court  at  Key  West,  under  authority  of 
L(g  of  Congress,  is  judicious  and  salutarj'. 

The  extended  introduction  and  use  in  navigation  of  steam  jKiwer, 
jjefving  the  currents  and  the  storms;  the  acquisition  of  more  accurate 
iiioVledgc  of  the  reefs,  and  keys,  and  coasts,  and  currents,  and  the 
fourse  of  the  winds ;  and  the  improved  sWll  and  greater  care  on  the 
part  of  navigators,  and  the  erection  of  further  necessary  light-houses, 
bpatons,  buo^s,  &c. — it  is  hoped,  may  decrease  the  number  of  wrecks 
pn  tliose  reels  and  coasts,  and  the  immense  losses  sustained  thereby, 
kicfly  by  eastern  merchants,  or  ship-owners,  or  insurance  offices ;  but 
there  will  always  be  nriany  unavoidable  casualties  attendant  upon  that 
navigation.  The  subject  of  devising  further  means,  looking  to  the 
prevention  of  shipwrecks  and  consequent  loss  of  hnmnn  life  and 
.estruction  of  property  on  the  reefs  in  the  vicinity  of  Key  West,  com- 
neiids  itself  to  the  consideration  of  every  philanthropic  statesman. 
Provision  for  the  destitute  mariner  cast  upon  those  islands  or  coasts  by 
khipwreck  is  also  a  subject  meriting  attention. 

]  There  is  no  navy  or  shij)-yard  at  Key  West.     There  are  no  public 

Igtablishmcnts  for  the  repair  or  refitting  of  ships  injured  in  battle  or  by 

Lrm,  or  by  having  been  ashore,  nearer  thrm  Pensacola,  on  the  gulf 

hide,  and  Norfolk,  in  Virginia,  on  the  Atlantic  side.     There  is  no  naval 

hnepital  at  Key  West.     There  are  no  naval  or  military  magazines  or 

Storehouses.     There  are  no  supplies  of  naval  or  military  armaments  or 

nnhions  0/  war.     There  are  no  pubUc  supplies  of  provisions ;  no  coal 

■or  steamers,  or  other  naval  or  military  stores  of  any  kind,  or  places  to 

fleposite  ihem  in,  if  taken  there.     There  are  no  mateiials  for  the  repair 

br  refitting  of  vessels.     There  are  no  public  workshops,  or  artisans, 

mplemenls,  or  tools,  or  machinery,  or  tackle,  for  such  object.     And  the 

kase  is  the  same  at  Tortugas.    The  nearest  government  establishments 

ire  at  Pensacola,  six  hundred  miles  across  the  gulf,  and  Norfolk,  nine 

Lndred  miles  up  the  Atlantic  coast. 

Every  dictate  of  prudent   foresight  demands   a  change   in  these 

Icspects.     At  the   present   session  of  Congress,  an  appropriation  of 

twenty  thousand  dollars  is  made  "  for  establishing  a  depot  l()r  coal,  for 

haval  purposes,  at  Key  West."    No  appropriation  allowing  further  prog- 

in  the  fortifications  at  Key  West  or  Tortugas  has,  however,  been 

nade.  It  is  believed,  sound  economy  dictates  that  such  amounts  should 

'  given  as  would  enable  them  to  be  completed,  and  the  armaments 

nd  militury  stores  supplied  to  them  llu'thwith. 

Key  West  will  hereafter  be  more  looked  to  as  a  rendezvous  for  our 
norehant-ships  passing  near  to  it.  The  great  utility  of  a  public  ship- 
[ard  and  dock  there,  must  be  apparent  to  all  who  reflect  on  the  sub- 
Isct.  That  port  should  be  relied  upon  as  a  certain  depot  for  coal  and 
Tovisions  and  stores  of  all  kinds,  but  especially  fbi   ship-chandlery 

tid  materials  for  repairing  and  refitting  our  sliips-ot-war  and   mer- 
[iwnt-vcssels,  injured  in   any  way,  if  tliey  should  put  in   there,  or 
taken  in  by  '« salvors."     The  establishment  tliere  of  a  naval  hos- 
pital would  be  a  just  and   a  judicious  measure.     If  made   a  stop- 
liiig-place  for   the  United  States  mail  steamers  between  Chagres, 


i  \ 


H 


a  < 


S.  Doc:  112. 

and  New  York  and  New  Orleans,  and  all  others  going  to,  or  re- 
turning from  the  South,  the  advantngc  thereby  afforded  of  shippin™ 
wrecked  goods  by  the  largcj  steamers  directly  to  New  York  or  to  New 
Orleans  would  be  importtuit  to  the  insurers  and  others  interested.  Xhe 
adoption  of  the  measures  suggested  could  not  but  result  beneficially  to 
the  country  in  every  respect.     To  wnit  till  circumstances  of  necessitv 


force  such  results — till  private  interests  are  constrained  or  induced  to 


-sighted  policy.  I'ublic  nnd  general  interests  are  involved 
and  public  governmental  aid  should  be  yielded.  Key  West  will  become 
more  and  more  essential  as  a  place  of  depot  for  American  coal  as  the 
steam  navy  and  steam  mercantile  marine  increases.  If  Tehuantepcc 
should  be  made  a  good  route  of  transit  or  of  passage  to  the  Pacific 
Key  West,  being  in  the  direct  pathway  of  steamers  from  thence  to  the 
Atlantic  ports  and  to  Europe,  and  about  midway  of  the  voyage  to  and 
from  New  York,  will  be  absolutely  indispensable  to  the  steamers  in 
that  business  as  such  depot. 

Cogent  arguments  are  urged  in  favor  of  Key  West  being  made  a 
principal  naval  station,  and  f<)r  (.'stablishing  a  navy-yard  there  of  the 
nrst  class.  Besides  those  arising  from  its  peculiar  advantages  of  posi- 
tion,  before  alluded  to,  in  time  of  war  and  of  peace,  the  facility  of  pro- 
curing  all  kinds  of  naval  timber  cheaply,  and  also  of  tar,  pitch,  and 
turpentine,  from  the  contiguous  public  domain  on  the  peninsula,  is  a 
matter  deserving  consideration.  At  any  rate,  it  should  be  made  an 
auxiliary  yard  f()r  the  rejiair  and  refitting  of  vessels-of-war  injured  in 
battle  or  by  storm,  even  if  it  should  be  deemed  injudicious  to  construct 
or  build  ships  there.  Ljirgc  sums  have  heretofore  been  expended  al 
Port  Mahon,  and  elsewhcie  in  foreign  ports,  by  the  United  States,  for 
similar  limited  public  establishments.  If  provision  is  made  by  law, 
allowing,  on  proper  terms,  the  use  of  such  works  for  the  repair  and 
refitting  of  wrecked  merchant-vessels,  it  would  be  highly  advantageous 
to  the  commercial  and  navigating  interests  of  the  Atlantic  seaboard. 

The  superior  eligibility  of^  K(!y  West  as  a  naval  station  and  depot, 
and  the  sound  policy  of  fJvtifying  it  strongly,  have  long  since  been  urged 
upon  the  government  by  officers  of  the  army  and  navy  at  the  head  of 
,  their  profession.  President  Monnxj's  message,  January  20,  1823,  and 
Secretary  Thompson's  communication  referring  to  Commodore  M.  C. 
Perry's  report,  Am.  8 fa.  Pa.,  tit.  Naval  Affairs,  jk  871 ;  also  Commodore 
Rodgers's  report,  November  24,  1823,  ihid.,  p.  1121;  also  President 
Jackson's  executive  order,  April,  1829,  and  Secretary  Brancli's  report 
in  1829,  Sen.  Doc,  1st  sens,  Uist  Cong,,  vol.  1,  No.  1,  p.  37  ;  and  Commo- 
dore Rodgers's  report,  ibid.,  p.  230 ;  also  President  Jackson's  message, 
March,  1830,  and  Secrc'tary  Branch's  letter  and  Captain  Tatnall's  re- 
port. Sen.  Doc,  lut  sens.  2\st  Cong.,  vol.  2,  No.  3,  pp.  1,  2,  and  5;  also 
Secretary  Conrad's  report,  Deccnnber,  1861,  Ex.  Doc  No.  5,  p.  9,  U 
scss.  32d  Cong.;  and  Gen.  Totten's  report,  ibid.,  pp.  25-62  j  and  Lieuten- 
ant Maury's  report,  ibid.,  pp.  116  and  179  to  184;  and  Lieutennnt Mau- 
ry's essays  in  Southern  Literary  Mesacnger  of  May,  1840,  pp.  310,  311, 
&c. ;  and  numerous  similar  papers  to  be  found  in  the  published 
documents  of  Congress  since  1821, — show  this.     The  late  Commodore 


S.  Doc.  112. 


801 


David  Porter,  at  different  times,  officially  and  unofficially,  in  communi- 
cations published  in  ihe  newspapers,  expressed  his  unequivocal  con- 
currence with  Commodore  Rodgers  in  the  opinion  he  j^ave  of  the  great 
importance  of  K^  West  and  Tortugas,  and  of  the  pohcy  and  measures 
that  should  be  adopted  with  respect  to  those  points.  And  when  Com- 
modore Porter  was  in  the  service  of  the  republic  of  Mexico  in  her  strug- 
gle for  independence  with  Spain,  he  used  Key  West,  then  first  being 
settled,  as  a  point  of  rendezvous,  from  which  he  was  enabled  to  weU 
nigh  destroy  the  commerce  of  the  Havana  and  Mmtanzas,  though  sought 
10  be  protected  by  a  superior  Spanish  fleet  under  Admiral  Laborde. 

In  the  celebrated  report  to  Congress,  April  8, 1836,  (Ex.  Docs.,  vol.  6, 
i\o.  243, 1st  scss.  24:th  Cong.,)  made  by  General  Cass,  then  Secretary  of 
War  under  General  Jackson,  and  which,  it  has  been  considered,  em- 
bodies all  the  arguments  against  the  general  system  of  coast  fortifica- 
tions as  an  economical  or  as  the  best  means  of  defence  for  this  country, 
positions  like  Key  West  and  Tortugas  are  excepted  from  the  general 
objections  to  the  systeni,  insomuch  as  they  are  not  within  the  class  of 
ordinary  coast  fortifications  on  the  main  land.  They  are  ratlier  auxiliary 
naval  works.  Ibid.t  pp.  11  ^  15,  &c. 

The  opinions  expressed  as  to  the  value  of  Key  West  and  Tortugas 
to  the  United  States,  in  the  documents  and  papers  above  referred  to, 
are  by  no  means  peculiar  to  the  eminent  men  and  officers  who  thus 
expressed  them,  nor  are  they,  in  the  least  degree,  novel.   Similar  views, 
it  IS  well  known,  were  entertained  and  expressed,  by  British  engineers 
I  and  other  British  naval  and  military  officers,  to  that  government  a  long 
time  ago.    Gr ..  :  Britain  took  the  Havana  and  the  provinces  of  East 
and  West  Fk  rif' i  irom  Spain,  in  the  war  of  17G2-'G3.    On  the  restora- 
tion of  peat.''  I  .   i  abniary,  1763,  she  relinquished  the  Havana  t  nd 
Cuba,  but  reiam  a  the  Floridas,  which  remained  in  her  possession  till 
1783,  when  they  were  retroceded  to  Spain.     Whilst  in  possession  ({ 
[them,  the  British  government  caused  partial  surveys  to  be  made  of 
[the  reefs,  keys,  and  coasts ;  and  the  reports  of  her  officers  repre  jen'ed 
I  the  Tortugas,  and  other  islands  and  keys  adjacent  to  the  coast,  as  com- 
Imanding,  if  fortified  and  aided  by  a  small  naval  force,  the  trade  of  the 
IHavana,  of  Mantazas,  and  of  the  entire  gulf  and  straits  of  Florida. 
[Excepting  the  Floridas,  the  whole  gulf  coast  (Louisiana  and  the  vice-roy- 
lally  of  Mexico)  was  at  that  limt;  possessed  by  Spain.     The  British  offi- 
[ccrs  represented  truly,  that  the  Tortugas  and  the  other  Florida  keys 
jwere  of  more  importance  to  Great  Britain,  in  a  naval  and  military  point 
of  view,  than  the  Havana ;  because,  whilst  tiiey  are  a  chock  upon  it, 
and,  as  has  been  before  mentioned,  they  could  effectually  blockade  it, 
sided  by  an  efficient  naval  force,  the  Havana  has  no  countervailing 
jcheck  or  control  over  them  with  such  naval  force  to  sustain  them.    It 
1  true,  objections  have  been  preferred  to  these  views.    It  has  been  as- 
erted  that  Key  West  and  Tortugas  are  "unhealthy."     The  census 
eports  of  1850,  as  to  the  number  of  deaths  there,  and  the  official  re- 
torts of  army  and  navy,  medical,  and  other  officers,  and  the  experience 
bf  the  residents  of  the  Florida  keys  for  the  last  twenty  years,  disprove 
Tiis  assertion.    It  has  been  stated  that  the  isolated  position  of  these 
fo  points  renders  the  construction  and  maintenance  of  public  works 
here  more  expensive  than  at  other  places.    This  is  not  correct  to  any 
52 


''1 


802 


S.  Doc.  112. 


very  great  extent,  and  it  is  not  a  good  reason  for  withholding  the  means 
if  the  advantages  are  superior,  or  the  necessities  greater,  for  such  works 
there  than  at  other  places.  Besides,  these  two  works  will  cost  for  the 
construction  less  than  the  aggregate  of  the  cost  of  four  frigates,  (if  esti- 
mated at  only  $600,000  each ;)  and  it  must  be  remembered  that  our 
naval  ships  ordinarily  require  m  eight  years  the  amount  of  their  prime 
cost  for  repairs,  refitting,  &c. 

The  objection  hfis  also  been  urged  that,  if  such  forts  were  besieged 
there  would  be  difficulty  in  afToruing  them  subsistence  or  other  succor 
It  is  not  easy  to  imagine  the  probable  necessity  of  such  succor,  except 
produced  by  a  course  of  flagrant  neghgence  and  want  of  precaution 
with  respect  to  them,  that  it  is  not  likely  w^ould  be  pursued  by  our  gov- 
ernment in  time  of  war,  nor  by  our  army  or  navy  officers.    And  it  k 
denied,  if  such  were  the  case,  aid  could  not  be  rendered  from  the  ad- 
jacent coasts,  especially  if  some  of  the  keys  (such  as  Bahia  Honda  and 
Key  Vacas)  nearer  the  capes  are  protected  by  small  defences,  as  should 
be,  and  can  be  done,  at  trifling  expense ;  and  if  it  can  be  supposed 
that  there  was  no  naval  force  of  the  United  States  on  the  gulf  competent 
to  repel  the  enemy.     The  assertion  has  been  made  in  crude  essavs  in  [ 
political  newspapers,  and  it  has  been  elsewhere  re-echoed,  that  Cuba 
the  Havana,  and  the  Moro  Castle,  are  "  the  true  and  only  keys  to  the  I 
defence"  of  the  shores  of  the  South,  "and  to  the  immense  interests  there 
collected,"  and  that  Key  West  and  Tortugas  were  not  the  controlhn? 
positions  stated  in  the  documents  referred  to.     It  is  believed  that  but  a  I 
solitary  instance  exists  where  such  opinion  has  been  acquiesced  inbvf 
any  distinguished  naval  or  military  officer. 

Such  peculiar  opinion,  with  respect  to  the  relative  value  of  these  no  I 
sitions,  and  of  Cuba,  and  of  the  Havana,  and  of  the  Moro  castle, IjI 
unsupported  by  any  sound  reasons  founded  on  undisputed  facts,  andii 
has  generally  been  urged  to  sustain  ulterior  views  of  policy  beyond  tlie 
mere  protection  of  our  commerce.  The  idea  of  the  Havana  being  re-l 
garded  as  a  key  to  the  gulf,  when  Key  West  and  Tortugas  are  foriifiedl 
and  supported  by  a  small  naval  force,  is  preposterous.  They  are  t 
windward  of  Cuba,  and  are  located  at  the  centre,  while  the  Havanai'l 
outside  the  periphery  of  the  circle  of  the  commerce  of  the  gulf  audi 
straits ;  and  they  have  diflferent  channels  of  ingress  and  egress  to 
gulf  and  the  straits,  while  the  Havana  has  but  one,  and  that  to  i 
straits.  Vessels  bound  to  or  from  the  gulf,  or  further  south,  do  not  orl 
dinarily  pass  as  near  to  the  Havana  as  to  the  Florida  keys.  Tk| 
seek  to  avoid  the  iron-bound  and  generally  leeward  coast  of  Cuba, 
tho  currents  near  it. 

As  .ooints  from  which  to  make  an  offensive  or  aggressive  demonstral 
tioii  by  sea,  either  in  the  West  Indies  or  to  the  south,  or  in  the  Atlaniij 
beyond  the  Caribbean  sea,  as  has  before  been  observed.  Key  Westanij 
Tortugas  are  the  most  favorable  positions  in  possession  of  the  Ur 
States.     Foreign  statesmen  and  military  and  naval  officers  are  notii 
apprized  of  this ;  and  hence,  upon  the  breaking  out  of  a  war  betwe 
us  and  any  naval  power  of  Europe,  a  large  naval  force  will  be  toiil 
with  despatched  by  the  enemy  to  their  vicinity,  and,  as  was  predicKi 
by  Commodore  Rodgers  in  1823,  "  the  first  important  naval  conM'i 
which  this  countrtj  shall  be  engaged,  will  be  in  the  neighborhood  of  thiti 
iilatid,"  [Key  West.} 


fi.  Doc,  112. 


808 


In  confirmation  of  the  correctness  of  those  remarks,  it  is  not  inap- 
propriate to  refer  to  debates  in  the  British  Parliament  more  than  thirty- 
three  years  ago,  in  which  eminent  and  sagacious  British  statesmen,  who 
doubtless  i^eived  the  views  they  exjprcssed  from  British  military  and 
naval  officers,  (as  is  the  practice  of  wise  British  statesmen  on  such 
subjects,)  unequivocally  attest  the  value  to  the  United  States  of  these 
positions,  obtained  by  the  then  recent  cessions  of  the  Fioridas  by 
Spain.  [Vide  Lord  Lansdowne's  speech,  in  May,  1819,  Hans.  Pari. 
Ikkjcol.  40,  p.  291;  Mr.  Macdonald's  speech,  June  3,  1819,  ibid.,  p. 
902;  Mr.  Maryatt's,  itirf.,  p.  893;  Sir  Robert  Wilson's,  ibid.,  p.  871 ; 
Lord  Carnarvon's,  ibid.,  p.  1413;  and  Lord  George  Bentinck's,  February 
3, 184S,  ibid.j  vol.  96,  pp.  7  to  42.] 

This  is  not  the  only  time  similar  views  were  ex;)ressed  in  the  British 
Parliament;  and  it  has  been  stated  on  good  authority,  that,  anterior  to 
the  cession  of  1819,  an  eminent,  watchful,  and  fitf-seeing  English  states- 
man called  public  attention  to  the  importance  of  the  Tartvgas,  and  to 
the  expediency  of  the  British  government  taking  possession  of  and  for- 
tifying those  islands. 

One  of  the  most  useful  public  undertakings  in  the  Union  is  the 
••Coast  Survey."  Its  labors  on  the  Florida  reef,  keys,  and  coasts  were 
commenced  in  1848,  and  are  extending  up  the  gulf  and  Atlantic  coasts. 
Appended  to  a  statement  of  wrecks  at  Key  West  in  1847,  (published 
p.  105,  Sen.  Doc.  No.  242,  Ist  sess.  20th  Cong.,)  is  the  following 
printed  note,  made  by  one  of  the  then  Senators  from  Florida : 

[Note  by  J.  D.  W.  ix  1848.] — "  It  is  not  a  little  surprising  that,  in 
the  twenty-seven  years  Florida  has  been  held  by  the  United  States,  no 
complete  nautical  survey  has  been  made  of  the  ^Florida  reef!  During 
such  time  the  British  government  has  had  ships-of-war,  (among  them 
the  brig  Bustard,)  with  scientific  officers,  engaged  for  months  in  such 
surveys ;  and  even  in  surveying  the  harbor  of  Key  West,  and  other  of 
our  harbors  there !  The  charts  used  by  our  navigators  are  the  old 
Spanish  charts,  and  those  made  by  the  British  from  1763  to  1784,  and 
of  the  rece7it  British  surveys  ailuded  to,  and  compilations  of  them  by 
Blunt  and  others — all  imperfect  in  many  particulars,  and  erroneous  in 
others.  We  have  no  original  American  chart  of  all  the  reefs  and  keys ! 
That  accomplished  and  scientific  officer  at  the  head  of  the  ♦  Coast  Sur- 
wy,'  Professor  Bache,  has  informed  me,  that  if  the  means  were  appro- 
priated by  Congress,  the  entire  reef  and  all  the  keys,  from  the  Tortugas 
up  to  Cape  Sable,  could  be  surveyed  in  one  season.  The  expense,  to 
enable  the  work  to  be  finished  in  one  season,  might  not  fall  short  of 
$100,000 ;  as,  to  effect  it,  three  or  four  different  parties  of  officers  must 
be  employed.  But  the  benefits  of  such  work  would  greatly  outweigh 
this  amount ;  and  it  will  not  cost  less,  to  devote  two  or  three  years 
[to  it." 

No  intelligent  man,  after  investigation  and  reffection,  can  question 
[the  great  value  of  the  "  coast  surveys."  They  have  been  prosecuted 
pvith  diligence  on  this  coast,  as  the  results  show,  since  the  first  appro- 
priation of  $7,600  was  made  in  1848.  The  annexed  map,  showing 
the  coast  of  the  Gulf  of  Mexico,  and  also  the  relative  oositions  of  Cane 
'atoche  and  of  Cuba,  and  of  the  Bahama  banks  and  islands,  to  the 
Ipeoiosula,  and  to  the  islandst  keys,  and  reefs  of  Florida,  and  also  of 


ft 


V 


\m 


I  n   m 


ri  %ii 


:/4  4 


'17 


*  ii 


I  I- 


"  ■•ii 


■^im- 


804 


S.  Doc.  112. 


the  Atlantic  coast  as  far  north  as  Charleston,  has  been  furnished  from 
the  "  Coast  Survey"  office,  upon  request,  expressly  for  this  rep(jrt.  It 
will  be  found  to  be  highly  usefuL  ^omc  portions  of  the  coasts  therein 
delineated  have  not  as  vet  been  fully  surveyed,  though  the  work,  as  it 
rocpects  the  coasts  of  the  United  States,  is  progressuig  as  rapidly  aj 
the  limited  means  yielded  will  allow.  The  parts  un surveyed  have  been 
■  laid  down  from  the  former  surveys  alluded  to,  and  from  the  partial,  or 

Ereljminary,  reconnais$ance$  made  by  the  Coast  Survey  officers.  Thg 
nneficial  effects  of  the  labors  of  tliis  valuable  public  establishment 
(characterized  as  those  labors  are  by  that  perfect  accuracy  attainable 
only  by  the  highest  degree  of  science  and  professional  skill)  should  be 
conceded  by  all,  though  it  seems  such  is  not  the  case.  It  is  to  be 
lamented,  as  a  drawback  to  these  and  all  similar  works  for  the  preten. 
<»o»  of  casualties  of  any  kind,  and  particularly  those  by  shipwreck 
that  they  are  not  generally  appreciated.  Their  salutary  results  are 
silently  effected,  and  therefore  unperceived  by  many.  Even  the  mer- 
chant, whose  property  is  saved  from  destruction  by  the  charts  of  hid- 
den  dangers,  and  of  safe  channels  and  harbors,  furnished  by  the  "Coast 
Survey,"  reflects  but  little  to  whom  he  owes  its  preservation.  But  the 
tempest* tossed  mariner,  when  his  ship  and  his  life  are  in  peril,  Irom 
which  there  is  no  escape  except  by  tjie  aid  these  charts  giv^  him,  then 
feeU  their  inestimable  value,  and  cherishes  the  guide  there  found  s; !;« 
be«t  friend. 

WRECKS. 

The  following  statement  has  been  compiled  from  Sen.  Doc.  No.  242, 
Ist  session  30th  Congress,  pp.  25,  26,  and  ibid.,  pp.  99  to  105 ;  also 
Sen.  Doc.  No.  3,  2d  session  30th  Congress,  1848,  pp.  30,  31,  &c.;  ak 
Sen.  Doc.  No.  42, 1st  session  32d  Congress,  1851-'52,  p.  11 ;  and  other  j 
documents  referred  to  in  the  foregoing  paper,  and  in  Mr.  Cabell's  let- 
ter, which  precedes*  it.  See  also  Mr.  Hoyt's  (agent)  report  to  "  Board 
of  Underwriters  "  in  New  York,  for  1862  : 

Wrecks  on  Florida  reefs  from  1844  to  December  15,  1852. 


Vnr. 


Nnmber 
ol've»- 


IMA 

MM 

1M7 

ivw  ««•••••<••«•• 

1M9 

IMO 

Jw>l  «<#•••«>••••• 

I 

TottU 


99 
96 
37 
41 
46 
30 
34 


9SS 


Value  of  ve»- 
selaandcar- 
goen. 


Salvage. 


K'et  ct.      Amount. 


•795,000 

731,000 

1,094,000 

1,989,000 

1,305,000 

999,000 

941,500 

663,800 


8,104,300 


19.7 

9.4 

6.7 

11. 1 

11.3 

13  a 

1^.1 

8.9 


10 


$99,694 

69,600 

109,000 

195,800 

127,810 

199,831 

75,859 

80,119 


Expenses. 


Per  ct.      i)  mount. 


10.5 
4.9 
6.4 
9.9 

8.5 
8.3 
8.4 

8.9 


803,699        13.9 


$76,370 
36,100 

104,500 
74,960 
91,350 
77,169 
89, 148 
81,988 


630,885 


SalTngo  and 
cxiieusea. 


$16;>.064 
105.700 
313;  509 
300.060 
319,160 
300,000 
165.000 
163.100 


Loii, 


Peru 


U.I 
91.3 


1,434,584   I     m\ 


The  foreign  vessels  are  not  included  in  the  above,  except  in  the  tliree  I 
first  years,  when  there  were  17  British,  and  84  American,  and  6  cf| 
other  nations.  Foreign  vessels  included,  since  1847  the  numben 
wrecks  is  altogether  about  290  vessels.  The  expenses  are  distincll 
from  salvage,  being  charges  against  vessels,  &c.,  in  port,  as  harbor  fees, I 
wharfage,  storage,  auction  commissions,  exchange,  commissions  iiirl 
advfuiceii  support  of  crews,  repairs,  refitting,  &c. 


,  has  been  furnished  from 
pressly  for  this  rejxjrt.   It 
tions  of  the  coasts  ihereia 
ed,  though  the  work,  as  it 
progressing  as  rapidly  aa 
•arts  unsurveyed  have  been 
;o,  and  from  the  partial,  or 
oast  Survey  officers.    The 
lable  public  establishment 
perfect  accuracy  attainable 
rofessional  skill)  should  be 
not  the  case.    It  is  to  be 
imilar  works  for  the  p-ercn- 
larly  those  by  shipwreck, 
Their  salutary  results  are 
by  many.    Even  the  mer- 
iction  by  the  charts  of  hid- 
)rs,  furnished  by  the  "Coast 
s  its  preservation.    But  the 
I  his  life  are  in  peril,  from 
these  charts  giv^  him,  then 
the  guide  there  found  5^1,. 


led  from  Sen.  Doc.  No.  242, 
ibid.,  pp.  99  to  105 ;  ab 
1848,  pp.  30,  31,  dec;  ak  I 
,1851-52,  p.  11;  and  other  I 
er,  and  in  Mr.  Cabell's  let- 
;'s  (agent)  report  to  "  Board  j 

9  December  15,  1852. 


Expenses. 

Salvng*  and 
expeuseii. 

Lot. 

»er  ct. 
10.5 

i\inount. 

Per  9. 

*76,370 

ft16i<.064 

»,) 

4.9 

36,100 

105.700 

HJ 

6.4 

104,500 

213,506 

U.I 

9.S 

74,260 

200.060 

til.) 

8.5 

91,350 

219,160 

l€ 

8.3 

77,169 

200,000 

tHi 

8.4 

89, 148 

165,000 

'Ai 

8.2 

Ol.lKx) 

162.100 

IM 

12.9 


1,434,584   I     a.) 


16  above,  except  in  the  tliree 

and  84  American,  and6c(| 
since  1847  the  number  ' 
The  expenses  are  distinct 

3,  &c.,  in  port,  as  harbor  fees, 
exchange,  commissions  fcrj 

ng,  &c. 


S.  Doc.  112.  805 

**  THE   COTTON  CROP  OF   THE    UNITED  STATES. 

This  paper  is  not  intended  to  be  an  essay  upon  the  questions  respect- 
ing which  much  has  been  written  as  to  the  time  when,  and  by  what  peo- 
ple, ^*coUon'WooP'  was  first  used  for  making  cloth ;  or  when,  or  by  whom, 
it  was  first  cultivated  for  use ;  or  when,  and  with  what  nations,  it  first 
became  an  article  of  comnierce.  Several  different  and  various  publi- 
I  cations,  official  and  unofficial,  readily  attainable  in  most  parts  of  this 
country,  each,  afford  all  the  information  on  these  points  thnt  can,  in  any 
I  degree,  be  practically  useful  to  any  person.  Nor  is  it  intended  to  discuss 
in  this  paper,  or  even  to  intimate  an  opinion  respecting  those  topics  of 
poliiical  economy  connected  with  the  difllbrent  "cotton  interests,"  which 
have  divided  public  sentiment  in  this  country  in  years  past.  The  sole 
object  is  to  present  (iato,  gathered  and  compiled  from  authentic  sources, 
relating  to  the  cultivation  and  production  of  cotton — its  past  increase 
in  the  United  States  as  an  article  of  commerce,  and  its  probable  still 
greater  importance  and  value. 

Two  kinds  of  cotton  are  grown  in  the  United  States. 

1.  That  indifferently  called  "long  staple,"  "black  seed,"  "lowland," 
I  or  "sea-island."  When  raised  inland,  it  is  sometimes  called  "JMains." 

2.  The  "short  staple,"  "green  seed,"  "upland,"  also  sometimes 
Icalled  «•  petit  gulf,"  or  "Mexican." 

The  first  generally  commands  tw^ice  or  thrice  the  price  of  the  latter 
[kind,  and  superior  sea-island  often  brings  a  much  higher  amount.  Very 
Ichoice  qualities  of  sea-island  cotton  have  commanded  upwards  of  a 
[dollar  pir  pound.    Sea-island  cotton  is  prepared  for  market  with  great 
Icare,  being  mostly  cleaned  by  hand,  or  by  the  "  roller''^  gin ;  the  ^^saw^* 
jgin,  used  to  separate  the  wool  of  the  "  short  staple"  from  its  seed,  in- 
juring the  fibre  of  the  "long  staple."     The  long  staple  is  usually  put 
in  round  bags,  not  exceeding  350  pounds  in  weight,  whilst  the  short 
staple  is,  m  late  years,  compressed  into  square  bales  of  generally  460 
pr  500  pounds  each,  and  in  some  States  more.     The  annual  yield  of 
the  long  staple  is  generally  from  75  to  150  pounds  of  cleaned  cotton  to 
each  acre  of  average  good  land  cultivated,  or  from  one  to  one  and  a 
jialf  and  two  bags  of  300  pounds  to  each  able  plantation  hand  em- 
jtloyed ;  whilst  the  short  staple  yields  from  150  to  250  pounds  of  cleaned 
otton  to  the  acre,  or  fi'om  tnree  to  seven  bales  of  400  pounds  to  each 
and.    In  the  best  seasons,  upon  land  of  the  first  quality,  and  with  good 
fcultivation,  eight,  nine,  and  sometimes  ten  bales  of  upland  cotton,  to 
me  hand,  have  been  produced.     The  hands  employed  in  the  cultiva- 
■on  of  cotton,  and  the  product  of  whose  labor  is  thus  estimated,  are 
istimated  as  if  not  engaged  in  the  cultivation  of  com,  potatoes,  and 
jlhei  products,  &c.,  for  the  support  of  the  plantation. 
Tlio  regions  in  the  United  States  adapted  to  the  profitable  raising 
Im-Uland  cotton  are  not  so  extensive  as  those  in  which  the  short  staple 
in  be  advantageously  cultivated,  and  the  crop  of  sea-island  has  con- 
hucntly  not  increased  in  the  same  proportion  as  the  short  staple.   And 
ke  demand  for  sea-island  is  not  so  great,  as  it  is  chiefly  used  for  the 
Manufacture  of  laces,  fine  cotton  threads,  and  cotton  cambrics  of  the 
lost  delicate  texture.    It  is  now  also  used  with  silk  in  the  manufacture 
[several  articles  passed  off'  as  silk  goods.    No  country  has  produced 


*' 


* 


806 


a  Doc.  112. 


>VT 


any  cotton  equal  in  fineness,  length,  and  strength  of  fibre,  and  of  sucf, 
whiteness,  as  the  sea-island  of  South  Carolina,  Georgia,  and  Florida. 
This  8upei;iority  is  doubtless,  in  a  degree,  owing  to  the  peculiar  adap. 
tation  ot  the  climate  and  soil  of  parts  of  those  States  to  the  favorable 
production  of  that  kind  of  cottdn ;  but  it  is  also  attributable  to  the  great 
attention  civen  to  its  cultivation  by  intelligent  and  observing  planters 
availing  themselves  of  the  aids  of  chemical  and  agricultural  science-^ 
making  experiments  from  year  to  year  for  improvmg  the  processes  of 
cultivation,  and  for  increasing  the  excellence  as  well  as  tne  quantity 
of  the  product ;  and  who  profit  by  the  practical  experience  of  thei 
antecessors  of  more  than  half  a  century. 

The  treasury  accounts  exhibit  the  progress  of  the  "  sea-island"  cotton 
crop  of  this  country  from  1805  to  1862  inclusive,  fuller  than  they  do 
the  progress  of  the  crop  of  "upland"  cotton,  for  the  reason  that  the  for- 
mer  has  been  mostly  exparted,  whilst  a  large  portion  of  the  latter  Las 
always  been  consumed  in  the  United  States.  Prior  to  1805,  no  dis- 
tinction  was  made  in  the  treasury  reports  between  the  "  sea-island" 
and  "other  cotton,"  styled,  in  a  treasury  report  of  1836,  ^^commn 
cotton.''^ 

The  treasury  accounts  show,  that  during  the  years  1790,  *91,  and 
*92,  about  733,044  pounds  of  cotton  of  all  kinds,  foreign  an^  domestic, 
valued  at  $137,737,  were  exported  from  the  United  States.     There  had 
been  imported  into  the  United  States  previously,  and  during  that  period, 
foreign  cotton  to  a  considerable  amount.     The  importations  within  the 
years  named  were  about  889,111  pounds,  which,  valued  at  the  same 
price  as  that  exported,  amounted  to  $202,014.     The  importations  onoj- 
eign  raw  cotton  during  those  three  years  exceed  the  exportations 
156,067  pounds ;  and,  consequently,  either  the  whole  of  the  domestic 
crops,  and  likewise  that  much  of  the  foreign  (and  imported)  raw  cotton,  j 
was  then  consumed  in  the  United  States ;  or  a  portion  of  the  domestic 
crops  was  exported,  and  a  greater  amount  than  is  above  stated  of  the 
foreign  raw  cotton  was  consumed  in  the  United  States.     The  quantity 
of  foreign  raw  cotton  consumed  in  the  United  States  in  these  three 
years  is,  however,  estimated  in  a  treasury  report  of  1801  at  270,720 
pounds,  which  would  make  the  exportation  of  domestic  cotton  in  those 
years  114,653  pounds.    It  is  known  that  some,  though  limited  qiianti' 
ties  of  domestic  raw  cotton  were  sent  to  Great  Britain  in  the  years  spe- 
cified ;  but  the  correct  accounts  thereof  cannot  now  be  obtained,  and 
therefore,  with  this  explanation,  it  has  been  deemed  proper  to  state  i\ 
the  exportatioiis  for  those  years  diS  foreign  cotton,  as  in  fact  mostoftheia 
were. 

The  only  accounts  of  the  entire  aimual  crops  of  the  United  States  I 
that  can  be  obtained  are  unofficial,  except  the  decennial  census  state- 
ments. The  ^^ commercial"  accounts  are  usually  stated  as  from  thefiMJ 
of  September  of  each  year,  to  the  31st  of  August  following;  it  beiiijl 
presumed  that,  by  the  day  last  mentioned,  the  entire  crop  of  the  yreiml 
year  will  have  been  received  in  the  home  market ;  and  the  amount  oil 
such  receipts,  consequently,  affoids  tolerably  correct  data  for  estimatinjl 
the  "  entire  crop"  of  that  year.  The  official  or  treasury  accounts,  eu(i-| 
ing  each  year  on  the  30th  day  of  June,  (the  last  day  of  the  fiscal  j 
of  the  federal  government,)  arid  before  the  entire  crop  of  the  previo«l 


8  of  the  "  sea-island"  cotton 
elusive,   fuller  than  they  do 

for  the  reason  that  the  for- 
e  portion  of  the  latter  has 
es.    Prior  to  1806,  no  dij. 

between  the  "sea-island" 
r  report  of  1836,  '■Common 


S.  Doc.  112.  307 

year  has  been  received  in  market,  the  crops  of  the  two  preceding  sea- 
;„n9  are  often  confounded.  Nevertheless,  by  comparison  of  the  dif- 
(frcnt  accounts  with  each  otlier,  estimates  mny  be  made  of  the  crop  of 
each  season,  closely  approximatinjT  to  general  correctness. 

The  exports  of  "  sea-island"  cotton  from  tlic  United  States,  within 
certain  periods,  have  been  as  follows :  < 

In  1805,  '6,  and  7 23,809,752  pounds. 

In  1808  (embargo) 949,051  " 

Inl809, '10,  and'll 26,297,867  "       . 

In  1812, '13,  and  '14  (war) 11,022,993  ♦' 

In  1815 8,449,961  " 

In  1821, '22,  and '23 34,731,389  " 

In  1849, '50,  and '51 28,606,378  " 

In  1852 11,738,075  « 

The  annual  export*  of"  sea-island"  cotton  for  the  la^t  nineteen  years, 
excepting  the  years  1845,  '46,  '49,  and  '52,  were  less  in  quantity  than 
the  exports  of  the  same  kind  in  1805.     The  fluctuations  in  the  prices 
of  "sea-island"  cotton  have  not  been  so  great  as  in  those  of  "other 
cotton."    The  "embargo,"  laid  December  22,  1807,  and  which  con- 
tinued in  force  till  March  1,  1809,  affected  the  crops  of  1808  and  1809, 
as  to  quantity  produced,  and  prices ;  and  the  war  with  Great  Britain 
(declared  in  June,  1812,  peace  being  fully  restored  in  January,  1816,) 
injuriously  affected  the  production  and  prices  of  sill  cotton  for  the 
[years  1812,  '13,  and  '14.      The  annual  consumption  in  the  United 
States  of  raw  "  sea-island "  cotton,  it  is  estimated,  is  not  now  more 
than  one-hundredth  of  the  amount  exported,  being  in  1862  estimated  to 
be  about  100,000  pounds.     Though  the  treasury  accounts  from  1 805  to 
1820  distinguish  in  the  tables  of  exports  between  clini  ^tic  and  foreign 
cotton  exported,  and  the  quantities  and  values  of  the  il liferent  kinds  of 
cotton,  and  that  exported  in  foreign  and  that  in  domestic  vessels;  since 
!  1S20  the  geparate  values  of  "  sea-island"  and  of  "other  cotton"  are  not 
j  stated  in  the  published  reports.     It  appears  that  for  many  years  Great 
j  Britain  has  generally  received  nearly  four-fifths,  and  France  about  one- 
fifth,  in  quantity,  of  the  "sea-island"  cotton  exported. 

It  has  been  stated  that  a  process  of  dividing,  or  splitting,  the  coarser 
"upland"  cotton,  and  of  substituting  the  divided   fibre  ft)r  the  fine 
"sea-island,"  in  the  manufacture  of  the  finer  muslins,    has   recently 
been  discovered  in  Europe;  and  which,  it  has  been  conjectured  by 
some,  may  cause  a  diminution  of  the  value  of  "sea-island"  cotton. 
The  account  is  not  fully  credited;  but  if  the  fact  be  as  stated,  it  is  con- 
sidered that  the  expense  and  labor  of  dividing  the  coarser  cot*on  must 
exceed  the  additional  cost  of  the  production  and  preparation  of  the 
r sea-island'^  for  market,  to  that  of  the  "«p/«w<Z;"  and  more  than  the 
[ordinary  difference  between  the  prices  of  the  different  kinds.    And  it  is 
lalso  believed  that  articles  manufactured  from  cotton  naturally  fine, 
[must  excel  in  appearance,  strength,  and  durability,  any  made  from 
[cotton  the  fineness  of  which  is  produced  by  artificial  means,  like  those 
|intimated ;  and  that  for  a  long  time  to  come,  markets  equally  as  certain 
id  as  profitable  as  now  exist  for  all  the  "  sea-island"  cottoA  that  can  be 


't 


'    I 


808 


S.  Doc.  112. 


P> 


raigcd  in  the  United  States,  {as  before  observed,  necessarily  limited  in 
quantity,)  inny  be  certainly  depended  upon. 

A  comparison  of  the  exportations  of  "  sea-island  "  cotton  with  those  of 
"all  other"  (l»)mcstic  raw  cotton  will  show  that,  whilst  in  1806,  '6,  and 
*7  the  former  iimounted  to  23,809,762  pounds,  the  quantity  of  the  Int. 
ter  exported  during  the  same  period  was  114,182,266  pounds;  i}^ 
proportion  of  "sea-island"  to  "all  other"  being  less  than  &  Jhurth 
and  to  the  entire  exportation  less  than  a  firth  in  quantity.  In  ISiJi' 
'22,  and  '23  the  proportion  of  "  ^m-w/rtwrf"  to  the  entire  exportiitjoij 
was  less  than  a  twelfth  in  quantity;  and  in  1849,  '60,  and  '61  that  pro. 
portion  was  loss  than  a  ninetieth!  In  the  year  1862,  the  "sea-island" 
exported  was  11,738,075  pounds,  and  the  proportion  to  the  entire  ex- 
portation of  1,093,230,639  pounds  was  less  than  mc  ninety-third. 

The  "upland"  cotton  crop  of  the  United  States  has  increased  since 
1790,  with  a  rapidity  unexampled,  in  history,  by  any  product  of 
agriculture,  in  any  country.  Its  augmentation  in  respect  of  quantity,  a$ 
well  for  home  manufacture  and  consumption  as  for  home  manufacture  fur 
exportation,  and  as  an  article  o\'  foreign  commerce  in  its  ^*rato^^  state 
and  likewise  the  increase  of  its  importance  and  value  as  an  article 
of  commerce  after  its  manuflicture  in  foreign  countries,  are  also  unparal- 
leled. The  consequence  it  has  attained  as  an  article  of  nQcessitv,  in 
affording  the  means  of  employment  to  the  manufacturing  classes  of 
Europe  (and  especially  of  Great  Britain)  and  of  this  country,  is  also 
without  precedent. 


rai    ^ 

cportation  of  "sea-island"  in  certain  periods  is  stated  alwve. 
The  exports  of  "other  cotton,"  or  "upland,"  and  likewise  the  "total 
exports",  of  all  domestic  raw  cotton,  in  the  same  periods,  were  as  fol- 
lows : 

Exports  of  raw  cotton  from  the  United  States. 


Yeari. 


In  1806, '6, and '7... 

In  1808  

In  1809, 'JO,  and '11. 
In  1812, '13,  and '14. 

In  1816 

In  1821, '22,  and '23. 
In  1849, '50,  and '51 . 
In  1852 


Domestic  "upland" 
cutton. 


Total  domestic  cotton 
of  all  kinds. 


Pounds. 

114,182,256 

9,681,394 

181,012,086 

54,703,407 

74,548,796 

408,560,381 

2,560,715,684 

1,081,492,564 


Pounds. 

137,992,011 

10,630,445 

206,309,953 

65,726,400 

82,998,747 

443,291,770 

2,589,220,962 

1,093,230,639 


Official  ToluatioD, 


$32,OO4,00.) 

2,220,981 

33,274,408 

8,087,628 

17,529,i>« 

64,638,062  i 

250,696,91 

87,965,733 


The  official  returns  show  that  the  increase  of  the  nggregnte  of  the 
exportations  of  all  kinds  of  domestic  raw  cotton,  since  it  has  bccoaie 


S.  Doc.  112. 


809 


•vcd,  necessarily  limited  in 

land  "  cotton  with  those  of 
hat,  whilst  in  1806,  'G,  anj 
ds,  the  quantity  of  the  Int. 
114,182,266  pounds;  the 
being  less  than  a.  Jhnrtl,, 
Ih  in  quantity.  In  1S21 
to  the  entire  exportiitjon 
849,  '60,  and  '61  thiit  pro. 
ear  1852,  the  ••sea-island" 
>roportion  to  the  entire  ex- 
than  one  ninety-third. 

States  has  increased  since 
story,  by  any  product  of 
m  in  respect  of  quantity,  aj 
IS  for  home  manufacture  fur 
nmerce  in  its  **raw"  state 
e  and  value  as  an  article 
countries,  are  also  unpural. 
an  article  of  necessity,  in 
5  manufacturing  classes  of 
and  of  this  country,  is  ab 

ton  anterior  to  1805,  sepa. 
or  the  reasons  before  stated. 
lin  periods  is  stated  above. 
1,"  and  likewise  the  "tntal 
"  same  periods,  were  as  fcl 


United  States. 


domestic  cotton 

Official  valuation. 

)f  all  kinds. 

Pounds. 

[37,992,011 

$32,004,000 

10,630,445 

2,220,984 

$06,309,953 

33,274,400 

65,726,400 

8,OS7,62S 

82,998,747 

17,529,244 

t43,291,770 

64,638,062 

i89,220,962 

250,690,900 

193,230,639 

87,965,732 

se  of  the  ag 

gregate  of  the 

cotton,  since 

it  has  become 

,  prominent  article  of  foreign  commerce,  (except  whilst  the  cmbnrgo 

J,  1808,  and  the  war  of  1812,  181.'),  und   1814,  affi'cted  our  Ibrrigu 

„!,.,  or  when  adventitious  and  nnfavorablt!  circumstances  shortened 

,,.erop,)  has  been  unchecked  and  reo;ulnr.   That  increase,  since  1806, 


\<i 


tis  Ixrii  upwiirds  of  twcntyci>rhtfofd  in  (juantitv,  and  morn  than  mne 
indred  i)cr  centum  in  value,  and  the  steadiness  of  the  nuginentation  will 
K'  manifest  by  taking  tlu;  aggregate  of  each  successive  three  years  after 

|js04,  down  to  and  including  1S52,  omitting  only  the  years  when  all 
tJR-  commerce  of  the  United  States  was  shackled  and  re.  luced,  as  above 
)tice(l. 
The  imfortationa  ol  foreign  raw  cotton  into,  and  the  exportations  of 

lf()rcij?n  raw  cotton  out  of,  the  United  States,  (the  difference  being  con- 

W</in  the  United  Stales)  are  stated  below  for  certain  years,  as  taken 

ffrom  the  treasury  returns : 


^ — -■ 

Yean. 

Inl805,'«,&7... 
Inli«l,'22,&'23. 
In  1849, '50,  & '51. 
]nl852 

Imports  of  fon'ign  raw 
cotton. 

Exports  of  foreign  raw 
cotton. 

Differ9nc«. 

Poundi. 

Dollitn. 

Pounds. 

6, 494, 439 

1,093,:K)2 

184,034 

Dollars. 

Pounds. 

Dollars. 

7,881,415 

1,256,614 

584, 127 

244,548 

1,831,327 

229,020 

29,622 

12,521 

1,506,610 

203, 327 

11,340 

1,386,976 
163,243 
400,093 
244, 548 

324,719 
25,73a 
18,682 
12,521 

The  quantities  and  values  for  every  year  have  not  all  been  found 
|in  the  treasury  returns ;  but  the  one  may  generally  be  estimated  from 
lllie  other,  and  from  the  prices  of  domestic  cotton  the  same  year.  It  ap- 
Ipears  that  the  price  ot  some  foreign  cotton  was  formerly  very  high ; 
iDut  the  average  of  medium  "ttp/flnflC  domestic  cotton  is  now  loo  great 
Ifor  ihe/oreign  cotton  imported.  As  before  observed,  the  entire  exports 
lof  1790,  '91,  and  '92,  arc  set  down  as  foreign  raw  cotton  ;  insomuch 
las  they  were  less  than  the  imports  of  same  cotton  in  same  years.  The 
|t<it:il  amount  of  the  crops  of  the  United  Stales  in  those  three  years  has 
[been  variously  estimated  ;  but  the  accounts  of  the  imports  and  eximrta 
[of  foreign  raw  cotton,  (before  stated  with  explanations,)  show  that  the 
[cotton  then  produced  in  the  United  States  vxis  7iot  sufficient  Jor  the 
\ijunmtic  consumption  in  those  three  years! 

Our  importations  have  swellecl  in  the  aggregate  from  about  $388,- 
[000,000,  in  1805,  '6,  and  '7,  to  $542,220,689  in  1849,  '50,  and  '51. 
[in  the  year  ending  June  30,  1852,  they  amounted  to  8212,613,282. 
[in  considering  this  increase,  it  should  be  recollected  that  this  statement 
Idoes  not  show  the  increased  consumption  in  the  United  States  of  the 
jforeign  articles,  which  in  some  instances  is  greater  than  appears  by 
Ifiuch  account. 

In  former  years  a  large  portion  of  these  importations  was  destined 

Ifor  eiportiition  from  the  United  States  to  foreign  countries,  and  was  not 

{consumed  here.     We  received  the  freights  upon  such  of  them  as  were 

[carried  in  our  ships,  in  or  out ;  and  import  duties,  less  the  drawback  on 

exportation,  and  the  incidental  expenses  of  storage,  &c.    This  "car- 


810 


S.  Doc.  112. 


'  i^ 


Sing"  trnde  has  decreased  more  in  proportion  than  any  other.  1\^^ 
llowiiig  account  of  such  uggrcgnte  iinpnrtation8  and  cxportutionsofall 
foreign  merchandise,  and  hkewise  the  next  following  account  ng  to 
foreign  cotton  mimvfuctureit  imported  and  exported  in  diflerent  peri(M|< 
will  dlustrate  these  remarks.  The  differeiue  is  the  true  amount  of  huih 
impoitution  contumed  iii  ihe  United  States.  The  accounts,  or  f(etiiral 
tables,  aniiuuliy  published  by  the  trensury,  do  not  direct  atlention  to 
past  changes  in  the  course  and  character  of  our  trade,  commerce,  and 
navigation ;  ond  therefore  its  true  decrease  or  increase,  and  its  actu,! 
retrogression  or  progreu,  in  every  renvect^  is  not  manifest  without  cW 
investigation  of  several  different  tables. 

The  value  of  importations  and  exportations  of  foreign  merchandise 
and  "difference,"  (being  the  amount  consumed  in  the  United  Stattij,)!^ 
certain  periods,  were  as  follows: 


Yean. 


1790, '91,  and  '98 

179:«, '94,  and  '95 

1796, '97.  and  '98 

1799, 1800,  and  '1 

1802, '3,  and  '4 

1805, '6,  and  7 

1808  (embargo) , 

1809, '10,  and  '11 

1812, 'ID,  and  '14  (war) 

1816, '16,  and  '17 

1818, '19,  and  '20 

1821,  "22,  and  '23 

1824, '25,  and  '26 

1827, '28,  and  '29 

1830, '31,  and  '32 

1833, '34,  and  '35 

1836, '37,  and  '38 

1839, '40,  and  '41 

1842, '43,  and '44 

184.'), '46,  and  '47 

1848, '49,  and  '50 

1851 

1852 


Exports. 


Difference,  oo> 
•umedinU.S. 


$83, 

i:U), 

2-2.-), 
281, 
225, 
388, 
56, 
198, 
112. 
3.59, 
283, 
223, 
261, 
242, 
275, 
384, 
444, 
397, 
273, 
385, 
480, 
216, 
212, 


700,000 
4.')6, 268 
:«>7, 270 
685,  427 
999, 999 
510,  300 
990,300 
200, 300 
000,000 
394,274 
325,300 
406,502 
863,559 
486,419 
097,310 
,535,385 
686,656 
179, 828 
350,921 
491,999 
994,685 
224, 932 
613,282 


$2,804,295 
17,125,277 
86, 300, 000 

131,296,598 
85,600,640 

173,105,813 
12,997,414 
61,211,616 
11,488,141 
43,079,975 
56,600,408 
71,132,312 
82,467,412 
61,656,631 
58,460,478 
63, 640, 041 
56,054,117 
51,153,918 
29,759,102 
34,704,611 
49,172,988 
21,698,?*>3 
12, 037,  Ot  J 


iiH,:a(i/Di 

13O,O67,2?0 
15(1, 308,  i«( 

140,;ffl9,E9 
215,404,15 
43,i)!K„5< 
136,9t«,;!8« 
lOO.Ml.hJ 
316,:il4,ll99 
226,7«,5(8 
152,274,191) 
179,:ffl6,lff 

.  mm,m 

210, 036,  «8 
321),  895, 3« 
388,6;fi,539 
346,9iJ.',910 
243,591,11!} 
350,787,3Se 
431,8!>l,fiW 
194,526,639 
200,576,239 


The  "  bullion  and  specie"  imported  and  exported,  are  included  k 
the  above.  It  corrects  some  errors  (though  trivial)  in  former  tables, 
pp.  2S8  and  701. 

The  value  of  importations  and  exportations  of  foreign  manvfadura 
of  cotton  and  "  difference,"  being  the  amount  consumed  in  the  United 
States,  in  certain  periods,  was  as  follows : 


til     B! 


rtion  than  any  othor.  Tin. 
itions  and  t'xp<>rtutioiMof;,ii 
xt  following  account  ni\ 
tported  in  different  pericMl,. 
•e  is  the  true  amount  of  suih 
.  The  accounts,  or  geutnil 
,  do  not  direct  attention  to 
f  our  trade,  cominorcc,  and 
e  or  increase,  and  its  actml 
not  manifest  without  close 

ions  of  foreign  morcliandise, 
ncd  in  the  United  States,)  1^ 


■ 

Export!. 

Difference,  oou. 
•umedinU.s, 

DOO 
208 
270 

43r 

999 
300 
300 
300 
000 
874 

m) 

503 
559 
419 
310 
385 
656 
838 
921 
999 
685 
933 
888 

$3,804,395 
17,135,877 
86, 300, 000 

131,896,598 
85,600,040 

173, 105, 813 
18,997,414 
61,311,616 
11,488,141 
43,079,975 
56, 600, 408 
71,133,318 
83,467,418 
61,050,031 
58,400,478 
63,640,041 
56,054,117 
51,153,918 
39, 759, 108 
34,704,611 
49,178,988 
31,698,3')3 
13,037,013 

1^0,895,7(6 

ii8,:on,!«i 

J  30, 067,  «0 
150,;)H'',H!S 

140,:t99,;B9 
21-'),4(l4,lfl 

13«5,98i:*,;i9« 
1<W,5J1,«9 
3I6,:tl4,lB9 
226,724,598 
152,274,199 
179,  im.  Iff 
.  180, 829, 7S 

21fi,f)36,«8 
320,8ft5,»« 
388,632,539 
346,92,',9I0 
243,591,'»19 
a')0,787,3« 
431,821,697 
194,526,639 
200,576,239 

nd  exported,  are  included  Id 
igh  trivial)  in  former  tables, 

tions  of  foreign  manvfacium  \ 
cunt  conmmcd  in  the  United 


S.  Doc.  112. 

Foreign  cotton  goods  imported  and  erportcdt  ^t. 


811 


Yean. 


IrtM  "i^u  w"  ■*"' 

Kfl, '28,  «>>«>;':» 

,^,),'3I,«I«1    ;B 

,H33,':M.«nd  ^ 
,rttt/37,aiid  J8 
,,;g), -40,  and  '41 
lH42,'43,»nd;44 

1^4.'.,  '46.  «nd  ^l 
,^,'49,  and '50 

|l«l 

\m 


$30,391,495 
89,7.'i3,307 
8H,W4,440 
34,3.'i3,803 
33,173,315 
35,636,358 
3.3,169,701 
86,178,789 
43,.'iH0,7H3 
54,38.'>,149 
88, 104, 448 
19,089,490 


Exports. 


Difli*r«>nr<>,  con- 
■umml  In  IJ.  8. 


$5,803,1.13 
7,113,533 
5,010,493 
7,540,409 
9,069,ii09 
0,603,000 
3,387,810 
l,firjO,  150 
1,661,891 
8,314,:i01 
077,940 
991,784 


$'20,588,303 
33,040,786 
33,037,947 
30,811,794 
84,104,006 
39, 03:3, 050 
3?),HH1,H91 
34,038,0.13 
40,934,891 
53,070,788 
31, 48(3, 503 
18,097,713 


A  reference  to  the  more  detailed  statement  appended  will  show  that* 
for  some  years  past,  most  of  the  above  specified  importations  have 
btcnof  the  finer  kinds  of  manufactures,  made  chiefly  from  the  "  sea- 
iskind"  cotton,  or  the  best  qualities  of  "upland."    Our  domestic  manu- 
factures, though  improved  greatly  as  to  quantity,  have  hitherto  been 
mostly  of  the  medium,  or  of  the  coarser  or  lower-priced  gcwds,  made 
from  ordinary  "upland"  cotton,  manufactured  with  less  labor,  and  more 
cheaply  than  the  finer  goods.    A  reference  to  the  following  compiled 
account,  and  to  the  more  detailed  table  appended,  of  our  domestic  cot- 
ton manufactures,  exported  since  1826,  will  verify  this  statement,  as  to 
I  tlie  qmlity  thereof.     A  comparison  of  these  statements  with  those  of 
1  our  exportations  of  raw  cotton  will  show  that,  whilst  our  ex|)ort3  from 
cotton  have,  since  1821,  increased  nine-fold,  the  importations  of  our 
foreign  cotton  manufactures  have  but  a  httle  more  than  doubled. 
Our  exportations  of  domestic  cotton  manufactures  have  nearly  de- 
i  stroyed  the  exportations  of  foreign  cotton  manufactures,  and  taken  the 
place  of  them. 

The  treasury  returns  of  exports  show  to  what  countries  the  foreign 
cotton  manufactures,  and  also  to  what  countries  the  domestic  cotton 
manufactures,  were  sent  from  the  United  States;  and  an  investigation 
as  to  the  facts,  in  this  respect,  would  be  interesting  and  u.seful  to  the 
merchants  and  statesmen  of  this  country ;  but  the  limits  to  which  this 
paper  is  restricted  precludes,  at  this  time,  anything  on  this  subject  but 
the  suggestion  now  made. 


i    / 


X 


>< 


■■;* 


Ifll 


f  I 


I'    ! 


812  S.  Doc.  112. 

Exportalions  of  domestic  cotton  manufactures  in  certain  years  and  period 


Yean. 


In  1826  

In  1827,  '28,  and  '29 
In  1880,  '31,  and  '32 
In  1833,  '34,  and  '35 
In  1836,  '37,  and  '38 
In  1839,  '40,  and  '41 
In  1842,  '43,  and  '44 
In  1845,  '46,  and  '47 
In  1848,  '49,  and  '50 

In  1851 

In  1852 


Value. 


$1, 
3, 
3, 

7, 
8, 
9, 
9, 
11, 
15, 

7, 
7, 


138,125 

>429,103 
.674,070 
i477,192 
.845,962 
.647,186 
.093,110 


.955,932 
.385,758 
.241,205 

,672,151 


Though  the  quantity  of/arcign  "raw"  cotton  consumed  in  the  United 
States  is  readily  ascertainable  by  deducting  the  exportalions  of  such 
cotton  from  the  importations ;  and  though  the  value  of  the  foreiga  man- 
ufactures consumed  may  be  ascertained  by  a  similar  process,  and  a 
tolerably  correct  estimate  made  of  the  qunntity  of  raw  cotton,  (of  the 
United  States,)  used  in  such  manufiictures;  yet  it  is  well  nigh  impossible 
to  ascertain  with  certainty  the  quantity  of  domestic  raw  cotton  comumd 
in  this  country. 

In  the  ^rst  place,  the  quantity  consumed  in  "  household"  or  "home. 
made"  manufactures  of  many  different  kinds,  and  that  which  is  con- 
sumed  in  the  infinite  various  uses  to  which  it  is  applied  throughout  the 
country,  and  especially  in  the  States  where  it  is  grown,  has  to  be 
guessed,  without  very  certain  data.  So  also  the  quantity  destroyed  by 
fire,  or  otherwise,  in  its  transportation  to  the  southern  shipping  port,  or 
by  sea,  before  it  is  taken  into  the  account,  cannot  be  ascertained.  The 
rates  of  insurance  from  the  Gulf  to  the  Atlantic  ports  are  very  high,ai 
should  be  some  criteria  by  which  to  judge  of  the  extent  of  these  losses. 

The  last  census  returns  state  the  value  of  all  the  ** home-made'^  manu- 
factures in  the  United  States  to  be  $27,544,679.  Of  these,  the  States  of 
North  Carolina,  South  Carolina,  Georgia,  Klorida,  Alabama,  Tennessee, 
Arkansas,  Mississippi,  Louisiana,  T(!xas,  and  Kentucky,  made  upwards 
of  $14,635,000;  being  more  than  half,  though  the  aggregate  of  their 
white  population  is  less  than  a  fourth  of  th(;  whole  white  population  of 
the  United  States.  In  tiiose  States,  cotton  is  a  principal  material  in 
such  manufactures;  and  they  are  made  by  every  class,  and  used  by 
every  class  of  the  population.  It  is  not  considered  (extravagant  to  allow 
for  the  raw  cotton  used  in  "home-made"  or  "household"  innnufiictures 
in  the  United  States,  including  thiit  applied  to  other  uses,  $7,500,00 
equalling,  at  11.31  cents  per  pound,  66,372,000  pounds,  or  165,930  bales 
of  400  pounds  each. 

And  it  is  estimated  that  7,500  bales  of  400  lbs.  each,  or  3,000,Oi 


in  certain  years  and  period. 


Value 


^1.138,1251 
3,429,10,3 
3.674,070 
7,477,192 
8,845,962 
9,647,186 
9,093,110 
11,955,9.32 
15,385,7.)S 
7,241,20.5 
7,672,1.51 


tlon  consumed  in  the  United 
ig  the  exportntions  of  such 
le  value  of  the  foreign  man- 
y  a  similar  process,  and  a 
mthy  of  raw  cotton,  (of  the 
yet  It  is  well  nigh  impossible 
omestic  raw  cotton  comumd 

in  "  household"  or  "home. 
ids,  and  that  which  is  con- 
it  is  applied  throughout  the 
re  it  IS  grown,  has  to  lie 
:>  the  quantity  destroyed  by 
R  southern  shipping  port,  or 
annot  be  ascertained.  The 
ntic  ports  are  very  high,  and 
)f  the  extent  of  these  losses. 
'  all  the  ^'home-made'*  manu- 
079.  Of  these,  the  States  of 
wida,  Alabama,  Tennessee, 
1  Kentucky,  made  upwards 
lugh  the  aggregate  of  their 
I  whole  white  population  of 

is  a  principal  material  in 
yr  «;very  class,  and  used  by 
4i(lered  (;xtravagnnt  to  allow 
•  "household"  mnnuffictures 
I  to  other  uses,  $7,500,000, 
•00  pounds,  or  105,930  bales 

400  lbs.  each,  or  3,000,000 


S.  Doc.  112.  818 

.  pounds,  arc  annually  lost  or  destroyed,  and  not  put  into  tlie  acxtnunt 
Lithe  crop,  as  above  stated.     It  is  valued  at  $339,000. 

The  second  item  is  the  amount  furni.shcd  the  domestic  manufactories 
U  cotton  in  the  United  States,  to  ascertain  whicii,  even  approximately, 
recourse  must  be  had  to  unofficial  statements  of  manulucturers,  and  to 
commercial  accounts,  that  cannot  be  otherwise  than  imperfect ;  and  to 
ihr  more  authentic,  but  still  .somewhat  uncertain  accounts,  tnkvn  from 
the  last  census  returns.  The  census  returns  of  1849-'50  of  the  cotton 
manufactories  in  the  United  States  give  the  following  statement: 

iNumher  of  manufactories  in  the  United  States i,094 

Amount  of  capital  invested 874,50lio31 

Bale'  f'f  cotton  used — (at  400  lbs.  each,  equal  to  256,496,- 

I   000 ;  at  450  lbs.  each,  equal  to  288,558,000) 641,240 

Tons  of  coal  ased 121,099 

Vidua  of  all  raw  material  used $34,835,056 

JNumber  of  hands   erhployed— (males,  33,150;   females, 
59,136) 92,286 

lEntire   wages    per   month — (males,    $653,778;    temales, 

8703,414)  $1,357,192 

|VaIue  of  entire  products $61,869,184 

The  quantity  of  cotton  used  is  stated  in  hales.  A  bale  is  estimated 
|in  another  part  of  the  census  accounts  to  weigh  400  lbs.  It  is  believed 
Isuch  estimate,  as  to  the  cotton  furnished  our  manufaclurivg  establishments, 
lis  underrated  at  least  12^  per  centum.  Most  of  the  cotton  used  in 
jthose  manufactories  is  ^^ upland"  the  bales  generally,  for  the  last  five 
Ivears,  averaging  450  pounds.  That  the  odier  censua  accounts  relating 
Ito  the  ^^ entire  crop,"  (including  '*sca-island^^  and  "upland,")  though 
Istatetl  in  j)ounds,  mention  the  bales  as  "of  400  lbs.  each,"  docs  not 
Imakc  the  above  reduction  of  these  bales  to  pounds,  at  450  lbs.  to  each 
Ibale,  incorrect.  The  estimate  of  400  lbs.  is  carried  through  all  the 
Istatements  and  estimates  in  this  paper,  (except  in  the  above.)  to  enable 
Iroady  comparisons  to  be  made. 

The  "products"  of  these  establishments  are  stated  to  have  been,  in 
|lS49-'50,  763,678,407  yards  of  sheeting,  and  27,860,340  lbs.  of  thread, 
parn,  &c.,  and  13,260  bales  of  batting,  and  are  valued  at  $61,569,184. 

riie  viilue  of  domestic  woollen  manufactures  is  stated  at  843,207,555 ; 

lliat  of  domestic  iron  manufactun^s,  of  all  kinds,  at  854,600,000.  The 
kalue  of  1,177,024  barrels  of  ale,  beer,  &c.,  or  of  the  42,133,955  g.-d- 
[lons  of  whiskey  and  "high  wines,"  or  of  0,500,500  gallons  of  rum, 

manufactured,  is  not  stated.  The  annual  wages  of  the  hands  employed 
Sii  cotton  manufactories,  it  will  be  seen  by  the  census  returns,  amount  to 

M6,286,304.  The  woollen  manufactories  employ  22,678  male,  and  10,574 
[feniale  hands — in  all  39,252 — whose  annual  wages  amount  to  88,399,280. 

The  iron  manufactories  employ  57,017  male,  and  277  female  hands — 
Snail  57,294 — whose  annual  wages  amount  to  $15,000,000;  and  brew- 
pries  and  distilleries  employ  5,487   hands,  the  value  of  whose  labor 

1  not  given ! 

Deduct  from  the  value  of  the  "  products"  of  these  cotton  manufactories 
||n  1849-'50,  stated  to  be  $61,869,184,  the  value  of  the  cqwrts  of  domestic 

otton  manufactures  for  the  same  vear,  $4,734,424,  and  the  balance. 


814 


S.  Doc.  112. 


a 


$67,134,760.  is  the  value  of  the  domestic  cotton  manufactures,  ni;i,ip 
in  our  own  cotton-manufacturing  establishments,  and  consumed  in  the 
United  States. 

The  value  (and  aftcrwnrds  the  quantity)  of  raw  cotton  for  these  rp. 
spective  portions  of  the  dom(!8tic  cotton  manufactures  of  the  Utiit  d 
States,  may  be  ascertained  by  a  deduction  of  50  per  centum  of  the  vulyp 
of  the  manufactures,  for  the  cost  of  manufacture,  wastage,  profits,  ic 
and  calculating  the  quantity  corresponding  to  such  value,  at  the  price 
for  that  year,  of  fair  "  upland"  cotton.  The  correctness  of  this  mo^ 
will  be  verified,  as  to  tfie  year  1849-50,  by  reference  to  the  items  in 
the  census  account  of  the  manufactures  of  cotton  above  given,  ot  \\,> 
value  of  raw  materials  used,  and  "bales  of  cotton"  used,  and  "valup 
of  entire  products,"  and  to  the  expenses  of  manufacture,  as  set  fortlii 
that  statement. 

The  quantity  of  domestic  raw  cotton  consumed  in  the  United  States 
in  foreign  manufactures,  has  been  estimated  by  a  similar  calculatioij 
with  reference  to  the  "diffi^rence"  between  the  importations  into,  and 
exportations  from,  the  United  States,  of  such  foreign  manufactures 
betbre  given.  The  enhatic<;d  value  of  the  foreign  qotton  manufactures 
is  stated  at  100  per  centum  more  than  the  raw  cotton,  and  includes 
freight,  insurance,  duties,  and  all  other  expenses;  and  the  cheaper  1 
in  foreign  countries,  and  the  higher  value  of  the  sea-island  cotton, 
generally  used  in  such  manufactures,  and  profits,  &c.,  have  also  bcea 
considered. 

The  following  estimate  of  the  quantity  of  domestic  "raw  cotton"  m- 
sumed  in  the  United  States,  in  domestic  and  in  foreign  manufactures, 
and  in  "  household"  or  "home-made"  articles,  &c.,  for  the  year  i 
June  1st,  1850,  is  believed  to  be  nearly  correct. 

Consumption  of  cotton  in  the  United  States  in  1849-'50. 

In  domestic  manufactures — deducting  value  of  those  exported  froa 
value  of  entire  inanufncturcs,  and  also  50  per  cent,  for  c  ost  of  m 
ufacturc,  profits,  &c.— Jibout $29,000,000=256,G3S,OOOl 

In  foreign  manufactures,  (from  domes- 
tic cotton,)— deducting  from  imports, 
(S20,108,719)  value  of  exports  of 
same,  ($427,107)=|19,681,612;  and 
60  per  cent,  for  cost  of  manufacture, 
duties,  profits,  &c.,  &c 9,840,800=  87,087,000 

In  "household,"  or  "home-made"  man- 
ufactures       7,500,000=  66,372,000 


Total  consumption  of  raw  cotton  in 

the  United  States  in  1849-'50  .  .$46,340,800    410,097,000 

The  total  consumption  in  cotton  mannfactures  same  time — foreign  as 
domestic — including  "  home-made,"  amounted  to  more  than  $82,000,01 
upwards  of  three-fourths  of  which  were  made  in  the  United  States. 

Fractions  are  equalized  in  this  estimate,  and  the  value  stated  attii 
official  average  valuation  of  all  cotton  for  that  year.    The  cotton,  ( 


S.    Doc.  112. 


815 


cd  States  in  1849-'60. 


$29,000,000=256,638,1 


9,840,800=  87,087,000  "| 
7,500,000=  66,372,000 

$40,340,800    410,097,000  "I 


^\wh  the  foreign  manufactures  consumed  in  the  United  Sf;it(<  are 

compo8eci,l)eing  mostly  "sea-island,"  its  vahie  should  pel  hups  lul.iirhor; 
but  in  ?uch  case,  the  values  of  the  other  cotton  ought  to  he  n  dij<  ("d  in 
proportion  to  qunntity  and  price,  to  miike  the  correct  av<T;)ge.  The 
values  of  "sea-island"  and  "upland"  should  be  kept  sepfinUe  in  U's 
treasury  accounts. 

The  domestic  consumption,  of  course,  increases  each  successive  year, 
equally  with  the  population,  and  the  discovery  from  time  to  tinK>  oinew 
uses  to  which  cotton  may  be  apphed  also  adds  to  the  consumijtion ;  and 
a  full  crop  increases  it. 

Similar  ditiiculties  exist  with  respect  to  the  ascertainment  of  the  (|uan- 
titv  and  value  of  the  "  entire  croj)''  of  raw  cotton,  in  each  year.    Various 
means  of  estimating  the  entire  crop  are  adopted.     In  one  mode,  the 
Ijirst  item  is  the  quantity  and  value  of  exjiortaiions  of  raw  cotton.     The 
qunntity  is  furnished  quite  correctly  for  this  item,  by  the  trcasurv  returns 
of  exports;  except  that  the  value  is  not  always  accurately  given  in 
them.    The  value  stated  in  the  treasury  returns  of  exports  ci.n,  ho".- 
;  ever,  generally  be  rectified,  if  erroneous,  by  reference  to  the  general 
'  "prices  current"  of  the  same  year,  to  be  found  in  commercial  news- 
;  papers.    The  price  stated  for  185l-'52  is  8.05  cents ;  and  it  is  conceived 
I  the  iiverage  is  too  small  according  to  the  commercial  accounts  of  this 
country,  and  of  Great  Britain  and  France.    It  should  be  at  least  9  cents. 
Nevertheless,  in  this  paper  the  treasuiy  price  is  adhered  to.     The  scc- 
oml  item  is  the  quantity  furnished  the  manufactories  of  domestic  cotton. 
To  ascertain  this,  even  approximately,  recourse  can  generally  only  be 
had  to  the  unofficial  statements  of  the  manufacturers,  and  to  commer- 
cial accounts,  which  cannot  be  otherwise  than  imperfect.     The  third 
[item  is  the  quantity  used  in  what  are  generally  called  "household  "  or 
;  "home-made"  manufactures,  before  adverted  to.     The  fourth  item  is 
i  the  qr  entity  destroyed  by  fire  or  otherwise,  and  not  received  in  nuu-ket, 
I  or  taken  in  the  above  accounts. 

Another  mode  of  estimating  the  ^^ entire  crop''''  is  by  estimating  the 

[nun.iier  of  acres  of  land  in  cultivation  for  cotton,  and  the  number  of 

I  agricultural  laborers  employed  in  cultivating  it ;  the  increase  of  such 

arable  land,  and  of  the  labor  by  emigration   to  the  cotton  States, 

jfi  ...  other  southern  States ;  and  the  general  yield  of  the  land  com- 

pand  with  past  years;  all  derived  from  intelligence  obtained  by  cor- 

vcspimdence,  or  the  public  print.-',  and  information  generally  diti'used 

as  to  the  effects  of  the  season  with  reference  to  a  full  or  a  short  crop, 

jinjuries  by  drought,  storms,  rains,  caterpillar,  &c.    Of  course  this  last 

jmode  is  a  mere  estimate.     The  most  reliable  data  is  that  fiirni.shed  by 

[commercial  and  manufacturing  dealers ;  though  it  has  been  observed 

jthat  very  often  the  estimates  as  to  forthcoming  crops,  by  purchasers, 

fare  too  large,  whilst,  on  the  other  hand,  those  who  sell  are  prone  to 

iniake  ihem  too  small. 

The  ff)llowing  is  an  estimate  of  the  entire  crop  of  1849-50,  given 
as  an  example  of  the  first  mode  above  mentioned  of  estimating  such 
crop,  and  it  is  believed  to  be  nearly  correct.  The  year  1849-50  has 
been  selected,  because  the  entire  crop  of  that  year  is  stated  in  the 
["census  returns ;"  between  which  and  the  estimate  now  given  a  com- 
parison can  be  made. 


i/. 


.A 


'•m 


i^^' 


I 


\  I 


i'f 


4 


Pi 


■if 

'I 


816 


S.  Doc.  112. 


Entire  crop  of  IQiQ-^ 50. 

# 

Exportatlons  of  domestic  raw  cotton. .  .635,382,000  lbs.=:$71.9S4,GQ() 

Used  for   manufactories  in  the  United 

^States , f>S8,5Q8,00U    "  =  32,607,000 

*' Household,^'  or  *^ home-made"  manufac- 
tures  oG,372,000    "  =     7,500,000 

Destroyed  by  fire  or  otherwise,  and  not 

received  in  market 3,000,000    "  :=       339,ooo 

Entire  crop  of  the  United  States  in 

1849-'50 993,312,000   "  =112,430,000 

Fractions  are  equalized  in  this  statement,  and  the  values  estimate 
according  to  the  treasury  average  valuation,  for  all  cotton,  thjit  vear 

A  table,  giving  an  estimate  of  the  entire  annual  crop  from  1790,  un 
to  and  including  18-52,  is  annexed. 

The  statement  in  the  census  returns  of  the  production  of  cotton  m 
the  United  States  is  for  the  year  ending  June  1,  1850.  The  day 
specified  was  before  the  crop  of  the  season  of  1850  could  have  betn 
ascertained.  The  statement  is,  of  course,  of  the  crop  of  the  previous 
season  of  1849,  stated  in  the  treasury  returns  of  "cj-^ojYs,"  &c.,  for 
the  year  ending  on  the  30th  of  June,  1850.  The  treasury  accounts 
of  the  exports  of  raw  cotton  for  the  year  ending  June  30,  1849,  (the 
crop  of  the  season  of  1848,)  state  that  1,026,002,269  pounds  won) 
exported,  being  more  than  the  entire  crop  stated  in  the  census  returns- 
and  the  quantity  exported  in  1851  (of  the  crop  of  the  season  of  1830 
was  927^237,089  pounds.  The  crop  of  1849  was  a  very  short  crop, 
It  was  also  actually  less  than  the  crop  of  the  season  of  1S39,  of  '42 
of  '43,  of  '44,  or  of  '47 ;  though  its  value,  owing  to  the  higli  price: 
received  for  it,  was  more  than  that  of  any  previous  crop.  The  exports 
of  the  crop  of  1848  were  391,220,665  pounds  7nore  than  those  of  h 
crop  of  1849 ;  and  yet  its  value  was  $5,587,649  less.  The  exports  of 
the  crop  of  the  season  of  1850  were,  as  above  stated,  927,2;37,0S! 
pounds,  and  they  were  valued  in  the  treasury  accounts  at  $1  12,31o,;j1(, 
whilst  the  exports  of  the  crop  of  1851  were  1,093,230,039  pounds- 
being  165,993,550  pounds  moir  tlian  the  crop  of  1850;  and  l)y  tlie 
treasury  account  they  were  valued  at  $87,965,732,  or  $24,o49,r)i55  k 
than  tlje  exports  of  1850. 

Besides  the  census  returns  of  the  cotton  crop  of  the  season  of  ISW, 
given  below,  a  statement  I'rom  the  same  returns  is  given  of  iheareaoi 
each  State  producing  cotton  for  sale;  the  area  ol  acres  of  improved 
lands  in  each;  and  the  population  of  each;  which  maybeuseti  " 
reference  and  comparison. 


-♦60. 

5,382,000  lbs. =$71.984,000 1 
8,5Q8,00O    "  =  32,607,000 
,0,372,000    "  =     7,500,000 
3,000,000    «♦  =       339,000 

)3,312,000   "  =112,430,60o[ 

nt,  and  the  values  estimated  I 
don,  for  all  cotton,  that  vear.l 
3  annual  crop  from  1790,  un| 

F  the  production  of  cotton  iJ 
ig  June  1,  1850.  The  dayl 
on  of  1850  could  have  becnl 
;,  of  the  crop  of  the  previous 
eturns  of  ^^ exports"  Sec,  fcrj 
850.  The  treasury  accountsl 
r  ending  June  30,  1849,  (thel 
1,026,002,269  pounds  m're| 
stated  in  the  census  returns 
3  crop  cf  the  season  of  ISoO, 
1849  was  a  very  short  crop'.! 
)f  the  season  of  1S39,  of  '-12,1 
ilue,  owing  to  the  high  price:' 
f  previous  crop.  The  expnrtsj 
ounds  more  than  those  of  iliel 
587,649  less.  The  aprts  ofl 
as  above  stated,  927,237,0531 
iury  accounts  at  $1 12,31o,;)n;l 
were  1,093,230,039  pounds- 
lie  crop  of  1850 ;  and  bv  thel 
;7,965,732,  or  S24,349,.5b"o  ka\ 

ton  crop  of  the  season  of  1S15, 

returns  is  given  of  the  arwioil 

tlie  area  ol  acres  of  improved 

ach;  which  may  be  usefi 


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818  8.  Doc.  112. 

The  cotton  crop  of  the  United  States  now  amounts  to  upwards  ( 
iicven-lcnlbs  of  all  the  cotton  pnxluced  in  the  world.  The  (luiintity  jin. 
nunlly  exjwrted  from  the  United  States  is  about  eight-tenths  of  [h. 
agKregHt(;  of  all  exported  by  all  countries. 

The  (ollowing  estimates,  compiled  from  the  best  authorities,  sustain 
these  statements : 

Cotton  crop  of  tlvc  world,  of  1851 ;  and  exports  of  all  countries  in  issg, 

Unite^J  States 1,350,000,000  lbs. .  1,093,230,639  lbs.  cxporid 

Egypt,  &c 40,000,000  «  25,000,000   "  «     " 

Eastlndijs 200,000,000  «  150,000,000   »  ». 

West  Indies 3,100,000"  3,000,000   «'  u 

Dcmerara,,Berbice,&c.  700,000  "  500,000   «•  <« 

Bahia,  Macelo,  &c 14,000,000"  11,000,000"  «< 

Maranham,  &c 12,000,000  "  9,000,000   "  « 

Pornarnbuco,    Aracati, 

Ceara,  &c 30,000,000  "  25,000,000   "  '< 

Brazil,  China,  and  all 

other  places 250,000,000  "  40,000,000   "  « 

Total 1,899,890,000"       1,366,730,639"       «< 

The  first  column  of  the  above  states  all  that  is  estimated  to  be  con-l 
sumcd,  in  the  countries  named,  in  "household"  manufactures  and  (or| 
various  domestic  uses,  as  well  as  that  used  in  their  home  cotton  nianuJ 
fiictories,  and  likewise  all  exported  to  other  countries.  In  the  secondl 
Cfjlunin  is  estimated  the  exports  to  contiguous  foreign  countries  for  maihl 
ufacture,  as  well  as  the  exports  to  Europe,  &c.  In  the  East  Indicsl 
such  exportations,  to  contiguous  countries,  is  not  less  than  the  amountl 
stated.  An  Enghsh  writer,  in  1824,  (Smither's  History  of  Liverpool,! 
p.  116,)  says,  with  respect  to  China,  that  cotton  and  cotton  manutiicT 
tares  are  "  estimated  to  employ,  directly  and  indirectly,  nearly  niA 
tenths  oi'  the  immense  population  of  that  country.  A  very  large  proporl 
tion  of  what  is  made  is  used  for  internal  consumption,  particularly  thej 
very  finest  and  most  costly  fabrics.  Nankeens  and  chintzes  form  tlie| 
principal  articles  of  their  exportations." 

This  estimate,  it  is  believed,  overrates  the  number  of  persons  so  em 
ployed.     One-tenth  of  the  350,000,000  there  may  be  so  employed,  I 
not  more.  The  United  Slates  exported,  in  1852,  upwards  of  $2,2OO,0i 
of  domestic  cotton  manufactures  (coarse  white  muslins)  to  China.  Wei 
formerly  procured  some  nankeens  from  China;  but  our  importfi  of  cutf 
ton  goods  from  thence  are  now  comparatively  nothing.    The  aW 
estimate  as  to  the  crop  in  China  is  doubtless  too  small,  but  the  prwlJ 
tion  there  is  decreasing. 

There  is  not  now  any  serious  cause  for  apprehension  by  the  ogriciiJ 
tnral,  ccmmercial,  or  manufacturing  interests  of  the  United  Ci^tates,  tj 
successful  competition  with  the  southern  States  of  this  contederacy, 
any  other  country,  in  the  production  of  cotton. 

From  the  day  our  independence  was  recognised  by  Great  BritaJ 
till  within  a  few  years  past,  her  leading  statesmen,  with  hut  ieweij 


^^•>! 


S.  Doc.  112. 


819 


lie  best  authorities,  sustain  i 

ts  of  all  countries  in  1852. 

,093,230,639  lbs.  exported, 

25,000,000   " 

150,000,000   » 

3,000,000   " 

600,000   " 

11,000,000   «' 

9,000,000   " 

25,000,000   « 


1,366,730,639 


captions,  used  every  effort  and  devoted  every  faculty  and  power  to 
Jiminisli  and  prevent  all  necessity  for  dependence,  in  any  dein-ee  by  lier 
j  capitalists,  (having  large  and  uicreasmg  investments  in  manufactures 
,^a  ommerce)  upon  any  of  the  jtroducts  (f  the  United  States.  The 
vounger  Pitt— the  most  enlightened  and  sagacious,  and  tiierefbre  the 
iuost  liberal  statesman  Great  Britain  has  had  in  her  councils  wiUiin  a 
cntury  past,,  did  not  approve  such  policy  towiuds  us ;  but  he  w 
,verruled.    In  Jay's  treaty  of  1794,  as  originally  agreed  to  by  tl 


was 

le 


nccotiators,  it  was  attempted,  by  different  provisions,  to  restrict  us  in 
the  exportation  to  any  part  of  the  world,  even  in  our  own  vessels,  of  our 
own  raw  cotton !     Our  negotiator,  it  seems,  did  not  appreciate  the 
fuiure  importance  and  value  of  this  product  to  his  own  country,  which 
liad  then  recently  embarked  in  its  cultivation.   British  sagacity,  how- 
ever, not  only  foresaw  it,  but  sought  to  stifle  the  enterprise  in  its  infancy. 
These  provisions  were  ot  course  expunged  from  die  treaty  by  die  United 
States  Senate,  before  that  body  would  "  advise  and  consent"  to  its  "rati- 
liciition."  If  the  liberal  and  wise  counsels  of  Mr.  Pitt  had  been  adopted 
amludhered  to  by  Great  Britain,  she  would  have  advanced  in  wealth 
and  prosperity,  and  in  all  the  true  elements  of  strengdi,  and  power, 
and  greatness,  m  a  much  greater  degree  than  she  has  since  1783;  and 
it  would  not  have  been  any  detriment  to  her  that  die  consummation  of 
tlic  certain  destiny  of  this  country  would  thereby  have  been  accele- 
rated.   We  should  not,  as  in  Ibrmer  times,  before  the  war  of  1812, 
have  had  our  commerce  injured  by  open  spolijitions.  That  w ar  would  not 
have  occurred.     We  should  not  have  had,  before  and  since  die  war. 
our  agricultural  and  commercial  interests  fettered  and  crippled  by  her 
illiberal  restrictions  and  regulations  on  die  one  hand,  and  by  our  coun- 
jteivailing  legislation  on  the  other.     UntU  witliin  a  few  years   past, 
Great  Britain  has  not  relaxed  her  illiberal  and  selfish  policy  ;  and  the 
cotton  interests  of  the  United  States  have  seemed  to  be  especial  objects 
lof  her  unceasing  hostility.*     She  has  used  every  exertion,  and  availed 
Vrself  of  every  means  she  possessed,  to  create  competition  and  rivals 
,io  the  southern  Stafs  of  tins  confederacy  iu  the  cultivation  of  cotton, 
and  to  relieve  herself  from  any  dependence  upon  tho<c  Slates  for  the 
'^leans  of  employment  for  her  working  classes,  in  tiio  mAnufiicture  of 
n,  and  in  auxilius  y  avocations.     She  experimented  in  its  cultivation, 
pt  great  cost  in  her  \".ist  India  colonies,  with  the  advantage  of  slave 
abor,  until  she  abolished  the  institution  of  "domestic  servitude"  in  those 
[colonies,  as  to  those  who  had  been  held  as  "slaves."     She  then  tried 
/apprentice"  labor,  with  still  more  unfavorable  success.     She  tried  the 
ptivation  of  cotton  in  every  one  of  her  numerous  possessions  in  the 
Merent  quarters  of  the  globe,  where  the  climate  and  soil  allowed  any 
fexpectation  of  a  fivorable  result.     She  encouraged  its  cultivation  in 
liiferciit  countries,  not  polidcally  connected  with  her.     Every  kind  of 
abor  has  been  (nuployed  in  these  exjjeriments :  free  labor;  Irish,  Scotch, 
^ngloSaxon,  and  African;  colonists,   apprentices,  coolies,  Chinese, 

*  A  member  of  tho  English  Parliament— ex-Lord-Chancellor  Brougham,  who  was  consid- 

ircd  sdiuewhat  famous — in  a  speech  respecting  our  cottini  manufactories,  soon  after  the  war 

^iiicii  I'uded  in  1815,  snid:  "It  was  well  worth  while  to  incur  a  loss  upon  the  first  exportation, 

I  order,  by  the  gltU,  to  stifle,  in  the  cradle,  those  rising  manufactures  in  tho  United  States 

hicb  the  war  h&d  forced  iuto  existence,  contrary  to  the  uatural  course  of  things." 


r    I 


/ 


820 


S.  Doe.  112. 


i\ 


\ . 


ki ' 


iced 


convicts,  and  slaves;  Christians  and  Pagans,  civilized  and  savaire.  n 
her  efforts  to  induce  its  cultivation  elsewhere  than  in  this  country  ^^ 
had  no  right  to  complain.    But  of  her  ilHheral  restrictions  and  vrtonl 
done  to  us,  we  had ;  and  they  engendered  no  little  ill  feeling  toward 
her  in  this  country.    Her  statesmen,  since  the  war  of  1812,  have  urecd 
in  justification  of  her  courses,  that  they  were  to  "counteract"  the  m»'as. 
ures  of  the  United  States,  at  different  times,  affecting  her  commerce 
and  manufactures  unfavorably.    The  conduct  of  the  government  of  the 
United  States  has,  however,  from  the  outset,  always  been  solely  dgc 
sive  and  countervailing.    We  have  not  been  in  any  instance  the  first 
to  adopt  illiberal  and  injurious  measures.    We  have  been  constrained 
in  past  times  to  enact  and  enforce  laws,  necessary  in  proper  self. 
defence,  against  her  illiberality,  not  only  antecedent  to  the  war,  but 
since.     That  different  relations  were  created  by  measures  adopted 
under  the  administration  of  that  profound  and  able  statesman,  Mr 
Peel,  and  that  they  now  exist  between  the  two  countries,  is  because 
Great  Britain  felt  that  every  attempt  to  embarrass,  or  fetter,  or  re- 
strain, or  otherwise  injure  the  trade  and  commerce  of  this  countr 
would  certainly  recoil  upon  herself.    The  futility  of  warring  against  tf 
natural  laws  governing  trade  and  commerce,  and  against  aJvantaces 
given  by  the  superior  adaptation  of  climate  and  soil,  and  e.iperiencu 
and  efTective  (because  united)  labor  for  the  production  of  an  article  liki 
cotton,  nnd  the  folly  and  presumption  of  any  nation  striving  to  eslablis 
for  itself  an  exclusive  and  selfish  monopoly  or  control  of  all  things  i 
fully  demonstrated  in  the  former  course  of  the  British  people  towards 
us.     It  ia,  perhaps,  best  f()r  her  that  her  experiments  in  making  cotton, 
to  "root  the  Yanltees  out,"  have  so  signally  failed;  for  the  cotton  crop 
of  the  United  States  is  the  main  link  connecting  the  two  countries  coin. 
mercially ;  and  if  it  is  broken,  the  entire  trade  between  them  will  soon 
become  comparatively  valueless  to  both.* 

And  the  efforts  to  induce  to  the  production  of  cotton,  to  compete  wit 
the  United  States,  have  not  been  confined  to  Great  Britain.  Franc 
attempted  it  in  Algeria,  without  favorable  success.  It  has  been  tried  b 
4, : 

*  The  following  has  been  extracted  from  an  article,  very  abusive  and  denunciatorj  of  thi 
country,  and  its  institutions  and  people  generally,  contained  in  a  recent  number  of  "BIkI 
wood's  (Edinburgh)  Magazine."  The  parts  now  italicised  betray  the  feelings  and  motiraol 
thp  author : 

"  In  the  year  1789,  only  one  million  pounds  of  cotton  were  grown  in  the  United  Stjiei; 
now,  the  produce  amounts  to  about  1,500,000,000  of  pounds !  How  great  a  stimulus  this  bu 
proved  to  the  employment  of  slave  labor,  by  which  it  is  raised,  and  to  the  rapid  multipliit 
tion  of  the  slaves  themselves,  can  easily  be  imagined.  The  influence  of  the  potato  on  tbt 
social,  moral,  and  industrial  character  of  the  Irish  people,  has  long  been  recognised  amoii^u. 
But  the  history  of  the  cotton-plant  shows  how  powerful  a  control  an  obscure  plant  miiyeier 
cise,  not  only  over  the  social  character  of  a  people,  but  over  their  general  material  prosperiii, 
their  external  political  power,  and  their  relations  with  the  world  at  large.  The  cotton  shnili, 
which  seventy  years  ago  was  grown  only  in  gardens  as  a  cuiiosity,  yields  now  to  the  VM 
States  an  amount  of  exportable  produce  which,  in  the  year  ending  with  June,  1850,  aniuiuiieil 
to  .seventy-two  millions  of  dollars,  of  which  from  thirty  to  forty  millions  were  clear  profit  to 
the  country.  With  its  increaEed  growth  has  sprung  up  that  mercantile  navy,  which  now  mm 
its  stripes  and  stars  over  every  sea ;  and  that  foreign  influence  which  has  placed  the  intend  pmi 
— tee  may  say  the  subsistence — of  millions  in  every  manufacturing  country  in  Europe,  teithnik 
power  of  vn  oligarchy  of  planters,  *  *  »  The  new  and  growing  commerce  soon  gave  bink, 
likewise,  m  the  free  States  themselves,  to  a  large  mercantile,  mant{facturing,  and  mommd parti, 
wnom  ndfinterest  has  constantly  iucliued  to  suppuil  the  views  and  policy  of  the  iwutben 
States." 


S.  Doc.  112. 


881 


the  Turkish  Sultan,  and  a  superintendent  and  intelligent  and  cxperi- 
Lnccd  slave  laborers  procured  from  the  State  of  South  Carolinaf  but 
I, he  trial  did  not  succeed  profitably.  It  has  been  tried  in  different 
places,  on  the  extensive  shores  of  the  Euxine,  opened  to  the  commerce 
of  Christendom  by  the  cannon  of  the  allies  at  Navarino,  in  1827 ;  it  has 
I  been  tried  in  Mexico,  in  Central  America,  in  the  different  republicg 
of  South  Araerico,  and  in  the  empire  of  Brazil;  it  has  been  tried  in 
(liflcrent  parts  of  the  East  Indies,  and  in  Africa;  and  the  fact  has  been 
Cully  and  conclusively  tested  and  established,  that  the  soils,  seasons, 
climate,  and  lajjor  of  no  country  can  successfully  compete  with  those 
of  that  vast  region  of  this  confederacy  which  has  been  appropriately 
styled  the  "  Cotton  Zone,"  in  the  raising  of  this  product.  It  is  proper, 
however,  to  state  that  many  of  the  most  intelligent  cotton  planters  of 
thatreffion  insist  that  their  now  generally  conceded  superiority  is  not 
so  much  attributable  to  any  radical  difference  of  the  soil  or  dissimilarity 
of  the  climate  in  that  region,  from  those  of  several  other  countries  in 
like  latitudes,  as  it  is  to  the  advantages  afforded  by  the  aggregated  and 
combined,  and  cheap,  arid  reliable  labor  they  derive  from  that  patri- 
archal system  of  domestic  servitude  existing  throughout  the  "Cotton 
Zone,"  and  to  the  superior  intelligence,  and  greater  experience,  and 
skill,  and  energy,  of  the  American  planter;  and  to  the  improved  and 
constantly  improving  system  of  cultivation  pursued  by  them— the  most 
laffluent  attending  personally  to  his  own  crop. 

I  The  "Cotton  Zone"  extends  from  the  Atlantic  ocean  to  the  Rio  del 
INnrte,  and  includes  the  States  of  South  Carolina,  Georgia,  Alabama, 
IMississippi,  Louisiana,  and  those  portions  of  the  States  of  North  Caro- 
liina,  Tennessee,  and  Arkansas,  that  lie  below  35°  north  latitude ;  and 
lallof  the  State  of  Florida  above  the  27th  parallel' of  north  latitude ; 
land  all  of  the  State  of  Texas  between  the  Gulf  of  Mexico  and  the 
Isith  parallel  of  north  latitude.  The  region  described  is  an  area  of 
[upwards  ot  four  hundred  and  fifty  thousand  square  miles ;  but  large 
Iportions  are  mountainous,  or  covered  with  water,  and  in  each  State 
jmore  than  two-thirds,  from  various  other  causes,  it  has  been  estimated, 
lis  not  adapted  to  the  growing  of  cotton  advantageously. 

The  annexed  table  shows  the  estimated  cotton  crop  of  each  of  the 
States  mentioned  that  produc.ed  raw  cotton  for  exportation  in  1852; 
|the  number  of  agricultural  laborers  employed  in  the  cultivation  of  cotton 
in  each  State;  the  estimated  quantity  in  each  State  of  lands  now  appro- 
priated to  the  growing  of  cotton;  and  the  quantity,  not  in  cultivation 
n  cotton,  but  that  which  may  be  advantageously  applied  to  the  grow- 
Bg  of  that  product,  when  a  further  supply  is  needed;  the  number  of 
igricultural  laborers  necessary  lo  till  such  lands;  and  the  probably 

unable  product  of  such  land  and  labor. 


I 


I 


:.if 


8^2  S.  Dop.  112. 

Ettimate  of  crop  in  1852,  an  J  of  <rnp  Cotton  Zone  may  producr. 


Statef. 


Florida 

Texac 

Arkan8a8 , 

L«>uifiiana 

Tennesnee.... 
Qouth  Carolina 
MisMiRHippi . . . . 

Georgia 

Alabama 

Total*... 


80,000 
100,000 
100, 000 
200,000 
220,000 
310, 000 
650, 000 
740, 000 
750,000 


3, 150, 000 


I 


I 


20,000 

25,000 

25,000 

50,000 

55,000 

77,500 

162,500 

185,000 

187,500 


787,500 


160,000 

200,000 

200,000 

400,000 

440,000 

620,000 

1,300,000 

1,480,000 

1,500,000 


«  « 

I- 
II 

III 


6, 000, 000 
10,000,000 
3,000,000 
3, 000, 000 
2,000,000 
2CJ,000 
6,000,00f/ 
3,000,000 
6,000,000 


6,300,000  39,200,000 


750,000 
l,25O,n0O 
375,000 
375,000 
250,000 
25,000 
750,000 

:jr5,ooo 

750,000 


3.000,00) 

l,500,Oflo 
1.500,000 
1.00u,OOfl 

lon.oTjo 

3,000,000 
1,500,11)0 
3,U0fl,u« 


4,9«O,0OOil9,C00,( 


In  the  above  estimate  of  the  number  of  hands  employee^  'n  the  cul- 
tivation of  cotton,  it  will  be  noticed  that  nearly  two-thirds  of  the  slave 
population  of  the  States  within  the  "  Cotton  Zone"  are  excluded.  Some 
are  engaged  in  the  cultivation  of  sugar-cane,  rice,  tobacco,  and  otlior 
products ;  others  procure  lumber,  or  superintend  mills,  or  arc  employed 
on  steamboats ;  some  are  mechanics,  some  domestic  servants;  and  wtb 
them  must  be  included  those  of  advanced  age,  or  infirm,  and  the  women 
arid  children.  Many  of  these  doubtless  contribute  to  the  cotton  crop, 
when  living  on  plantations,  but  more  labor  is  abstracted  from  cotton 
in  various  ways,  than  is  given  by  them  to  it.     A  Inrge  number  rf 


slaves  living  in  villages,  towns,  and  cities,  perform  no  l  ^ricultural  la 
whatever.  It  should  also  be  stated,  that  in  portions  of  some  of  the 
States,  upwards  of  fifteen  per  cent,  of  the  agricultural  labor  in  cu]ti' 
vating  cotton  is  performed  by  white  citizens,  who  cultivate  their  smaE 
crops  themselves.  This  is  full  proof  that "  labor^*  is  not  "degraded" 
there. 

The  hands  are  estimated  at  an  average  of  four  bales  for  each  hand, 
and  the  land  is  estimated  at  eight  acres  for  each  hand,  or  200  pounds 
for  each  acre.  A  reference  to  the  table,  {ante,  p.  817,)  showing  the  en- 
tire area  in  acres  of  each  of  the  States  withhi  the  "Cotton  Zone," and 
other  States,  and  the  area  of  all  the  "improved"  lands  in  each  of  said 
States,  and  the  population  of  each  free  State,  is  necessary  for  compari- 
son with  the  above,  and  that  both  may  be  considered  understandingly, 

It  will  be  seen  that  the  "Cotton  Zone"  is,  when  the  necessity occurj, 
capable  of  sustaining  and  of  employing  in  the  cultivation  of  cotton,  in 
addition  to  the  slaves  now  there,  a  much  greater  number  than  the  entire 
slave  population  of  the  Stiites  of  Maryland,  Virginia,  Missouri,  Ken- 
tucky, and  North  Carolina,  or  the  proba  jle  increase  for  a  long  time. 

The  present  free  colored  population  and  slave  population  of  tliov 
States,  and  of  those  in  the  "Cotton  Zone,"  is  estimated  as  follows; 

*  North  Carolina,  Virginia,  and  Kentucky  ore  not  included,  as  they  cultirate  other  producu 
more  than  cotton. 


jtton  Zone  may  jrroSvcr, 


6, 000, 00(» 
10,000,000 
3,000,000 
3,000,000 
2,000,000 
2CJ,0(H) 

6,ooo,oor/ 

3,000,000 
(5,000,000 


K)  39, 200,000 


VfAOOO 
l,250,nO« 
375,000 
375,000 
250,000 
25,00« 
750,000 
375,000 
750,000 


3.000,000 
5.<»0«,()(») 
1.50(),OflO 
1.500,000 
l.flOti.floo 

IIH'.W 
3.fl0(),()()fl 
1,500,IK« 
3,000,0(») 


4, 9W,  00019,000,0 


hands  employee^  =n  the  cul- 
early  two-thirds  oi  the  slave 
1  Zone"  are  excluded.    Some 
anc,  rice,  tobacco,  and  otlier 
intend  mills,  or  arc  employed 
domestic  servants ;  and  with  I 
ige,  or  infirm,  and  the  women 
contribute  to  the  cotton  crop, 
or  is  abstracted  from  cotton 
I  to  it.     A  Inrge  number  of  | 
perform  no  i  ^ricultural  lal 
t  in  portions  of  some  of  the  | 
le  agricultural  labor  in  cu]ti- 
ns,  who  cultivate  their  smaB  I 
; "  labor ^^  is  not  "  degraded" 

of  four  bales  for  each  hand, 
)r  each  hand,  or  200  pounds 
mtcy  p.  817,)  showing  the  en- 
ithiu  the  "Cotton  Zone," and 
proved"  lands  in  each  of  said 
ate,  is  necessary  for  compari- 
;  considered  understandinjlv. 

C  •     I 

is,  when  the  necessity  occurj, 
a  the  cultivation  of  cotton,  in 
^eater  number  than  the  entire 
md,  Virginia,  Missouri,  Ken- 1 
5  increase  for  a  long  time. 
id  slave  population  of  tho?o  I 
',"  is  estimated  as  follows; 

luded,  as  they  cultivate  other  produru  j 


a  Doc.  112. 


828 


Btatei. 


Marylfiiifl 

Virginiii 

Missouri 

Kentucky 

North  Carolina  .... 

Total 

Florida 

Texas 

Arkansas 

Louisiana 

Tennessee 

South  Carolina 

Mississippi 

Qeorgia 

Alabama 

Total  aggregate 


Fn'ft  colored. 


74,077 

63,829. 

2,544 

9,736 

27,1% 


1G7,3S2 

92-5 

331 

6S9 

17,637 

6,271 

8,900 

899 

2,880 

2,272 


207,980 


Slaroi. 


90,368 
472,628 

87,422 
210,981 
283,412 

1,149,711 

39,309 

68,161 

46,982 

244,786 

239,461 

384,984 

309,898 

381,681 

342,892 


3,197,865 


These  five  first  named  States  are  the  sources  from  which  the  "Cot^ 
ton  Zone"  derives  additional  colored  agricultural  labor  by  emigration. 
If  the  demand  for  "raw  cotton,"  or,  after  its  manufiicture,  for  exim-tation, 
should  increase,  as  some  intelligent  persons  anticipate  will  ere  long  be 
the  case,  upon  the  extension  of  our  commerce  to  the  Pacific,  to  China, 
the  East  Indies,  and  the  Asiatic  seas  generally,  and  to  our  southern 
iister  American  republics,  the  lighter  labor  required  of  those  engaged  in 
cultivating  cotton,  and  its  constant  concomitant "  Indian  corn,"  in  com- 
parison with  that  necessary  in  the  growing  of  tobacco,  hemp,  rice,  and 
other  crops — the  decreased  cost  of  the  support  of  the  labor  employed  in 
cultivating  cotton  in  the  "  Cotton  Zone,"  and  particularly  in  the  southern 
portions — the  healthfulness  of  such  occupation — the  cheapness  of  the 
lands — the  equal,  if  not  greater,  certainty  of  the  crop — the  certain  mar- 
ket it  always  finds,  and  the  greater  profit  derived  from  its  cultivation — are 
causes  combining  to  induce  large  emigration  from  the  five  States  above 
irientioncd,  within  the  next  few  years,  to  the  southern  portions  of  the 
"Cotton  Zone."  Though  the  cotton  crop  will  thereby  necessarily  be 
greatly  augmented,  it  will  not  recede;  for  the  labor  once  removed, 
and  the  lands  settled,  it  will  remain  upon  them,  and  the  crops  will  in- 
crease so  long  as  the  demand  justifies  such  increase.  In  process  of 
time  the  annual  product  of  cotton  in  the  United  States  can  be  aug- 
mented to  six  times  its  present  yield,  and  it  will  not  be  more  astonish- 
ing than  its  augmentation  since  1790.  And  on  this  point  it  should  be 
observed,  that  when  the  cuhivation  becomes  more  extended,  and  to  all 
sections  of  the  "  Cotton  Zone,"  covering  more  than  eight  degrees  of 
latitude,  and  more  than  eighteen  degrees  of  longitude,  the  probability  is 
lessened  of  any  untoward  season,  or  other  casualty,  aflecting  the  ag- 


1 


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Sciences 
CorDoralion 


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WEBSTiR.N.Y.  14SI0 

(716)172-4503 


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giegate  crop  injuriously,  and  consequently  the  average  fupply,  and  th 
prices^  will  become  mor^  regular  and  uniform. 

The  following  table  of  all  the  exportations  from  the  United  Statn 
since  1789,  up  to  and  including  1852,  will  be  found  useful  in  estunatiai 
the  value  of  the  qotton  crop. 

Ezportatims  (specie^  ^c.y  included)  from  the  United  Statei  linee  179Q, 


Tean. 


1790, '91,  and '92 

1793, '94,  and '95 

179S,'97,and'9e 

1770,  mo,  and '1 

1803,  "S,  and '4 

1805, '6,  and '7 

1808,  (embargo) 

1809, '10,  and '11 

1812, '13,  and '14  (war) 
1815, '16,  and '17.-.. . 

1818, '19,  and '20 

1821, '22,  and '23 

1824, '25,  and '26 

1827, '28,  and '29 

]8:)0,'31,and'32....... 

1833, '34,  and '35 

1836, '37,  and '38 

1839, '40,  and '41 

1842, '43,  and '44 

1845, '46,  and '47 

1848, '49,  and '50 

1851 


TotaL 


•59, 
107, 
185, 
243, 
205, 
305, 

22, 
180, 

73, 


233, 
211, 
253, 
226, 


316, 
354, 
374, 
300, 
386, 
451, 
218, 
209, 


970,296 
125,277 
441,400 
753,227 
962,267 
446,134 
430,960 
278,036 
310,674 
149,764 
115,323 
833,799 
117,367 
g«8'184 
337,034 
170,963 
569,038 
966,165 
238,060 
783,744 
686,671 
388,011 
641,685 


Domeatlo. 


$57,166,000 
90,000,000 
99,141,400 
118,466,689 
120,381,687 
138,340,381 
9,433,646 
119,066,480 
61,888,633 
179,069,799 
176,614,916 
140,701,487 
170,649,966 
166,891,663 
183,876,666 
868,630,948 
896,614,916 
383,818,847 
870,476,968 
368,079,133 
408,613,683 
196,689,718 
197,604,688 


Fomp. 


!2'?^'« 

86,300,(1(11 
WI.S96,M 

86,600,«( 
173.106,81] 

W»W,«( 

6i,an,6H 

43,  (»»,«! 

M,eoo,« 

7Ua8,3fi 

6I,6()6,631 

63,6«,N| 
66,064,11) 
61,lS3,ill« 
S9,780,lin 
34,704,611 

49,m,« 

91,6W,a 

1S,037,W 


From  the  foregomg  tables,  and  others  contained  in  this  paper,  or  an 
nexed  hereto  it  appears  that  cotton  and  domestic  manumctures  m 
constitute  more  than  one-half  of  the  exports  of  the  United  States  o 
agricultural  products  and  domestic  mEmufactures  thereof.  They  coo 
stitute  more  than  two-fifths  of  the  total  exportations  of  all  kindi,  b 
eluding  "products  of  the  sea,"  "products  of  the  forest,"  as  well  as  th 
"products  of  agriculture"  and  "manufactures,"  "bullion  and  specie,' 
&c.  The  statements  from  the  treasury  books  show,  with  reference) 
**  ej^portation"  how  far  behind  cotton  every  other  agricultural  produc 
is,  as  to  its  incre&se,  beyond  the  necessary  consumption  of  the  Unitei 
States,  since  cotton  has  been  cultivated  for  the  foreign  market.  Gen 
eraliy  a  country  does  not  export  any  but  its  eurplui  productions.  Vai 
as  the  increase  of  some  of  our  other  agricultural  products  besides  col 
ton  has  been,  such  increase  has,  in  but  few  seasons,  exceeded  tiie  i: 
creased  wants  of  our  population,  constantly  and  rapidly  augmentio 
by  emigration. 

'  It  is  important,  in  connexion  with  the  tables  hereinbefore  civen,  i 
notice  the  importations  and  exportations  of  bullion  and  specie.  Tb 
following  is  a  statement  thereof  since  1821 : 


M.j 


2. 

Y  the  average  roppiy,  and  the  I 
brm. 

itions  from  the  United  Statnj 
be  found  useful  in  ea 


the  United  States  nnee  VJ%, 


»5 
m 

100 

m 

167 
134 
WO 
»36 
374 
764 


799 
387 
184 
034 
963 
033 
165 
060 
744 
671 
Oil 


|S7,1(I6,000 
90,000,000 
99,141,400 
118,466,089 
180, 381,  (B7 
138, 340,391 
9,433,646 
119,066,480 
61,888,633 
179,069,799 
176,614,916 
140,701,487 
170,649,966 
166,891,663 
183,876,-666 
868,630,948 
806,614,916 
383,818,847 
870,478,968 
368,079,133 
408,613,683 
196,689,718 
197,604,688 


•3,804,96 

*»*»,«» 
13I.M6,MB 

85.600,M 

1«»«»,4M 
«1.81MI6 
ll.«8,141 

61.666,631 
M,48n,ffl 
63,640,«| 
66,064,111 
61.163,918 

34,704,611 
4»,m,M 
91,608,» 


contained  in  this  paper,  or  an* 
.  domestic  manuracturet  now 
ports  of  the  United  States  of 
lufactures  thereof.  They  coo* 
I  exportations  of  all  kinds,  iih 
}  of  the  forest,"  as  well  as  the 
:tures,"  "bullion  and  specie," 
books  show,  with  reference  id 
ery  other  agricultural  product 
nr  consumptbn  of  the  United 
for  the  foreign  market  GeD> 
its  iurplut  productions.  Vait 
cultural  products  besides  cot* 
few  seasons,  exceeded  the  i.. 
uitly  and  rapidly  augmenting 

tables  hereinbefore  given,  h 
of  bullion  and  specie.  Tiie 
21: 


a  Doc.  ii«. 

BuUioH  and  coin  imported  and  exported  mce  1821. 


Yem. 


l«4,'86,aiid'88 
,er,'88,«nd'29 
1380, -31,  and '32 
1833, '34,  and '35 
1836,  W,  and '38 
1830, '40,  and '41 
1842, '43,  and '44 
1845, '46,  and '47 
1648, '49,  and '50 

1861 

1S8 

iggregate. 
« 


Talneofim- 
porta. 


116,532.633 
81.411,566 
83.044.483 
31,369,413 
38.113,447 
41,664,411 
19,466,633 
33.837.780 
31.969.363 
17,640,356 
5,453,981 
5,503.544 


374,407.398 


Difierenee. 


$895,436 

1,863,107 

4,519.360 

36.947,313 

37.855.780 


30.449.836 
17.549,761 


100,078,893 


Taane  of  ex- 
porta. 


|37,iMl,836 
80,616,140 
81,188,376 
16,850,944 
11,166,334 
13,806.631 
37,338,089 
11,788,544 
14,419.503 
88, 769, 903 
39.465,753 
43.674,135 


365.539,935 


Difleraioe. 


111.188,504 
•  ••....«•., 
'*7i76i,'467 

iiiisoiow 

34.011,771 
37,170,501 

91,301,439 


It  is  not  within  the  proper  range  of  this  paper  to  comment  upon 
any  of  the  different  oi>inions  entertained  with  respect  to  the  causes  and 
effects  of  the  fluctuations  exhibited  in  the  above  statement,  and  in  the 
detailed  table  annexed  hereto  of  these  imports  and  exports.  Some  po- 
litical economists  contend  that  what  is  called  the  "balance  of  trade'* 
being  in  favor  of  or  against  the  United  States,  as  shown  by  the  importa- 
tion or  exportation  of  bullion  and  specie,  is  the  best  evidence  of  the 
prosperous  or  unprosperous  condition  of  our  trade  and  commerce.  On 
the  other  hand,  others  insist  that  such  importation  or  exportation  is  no 
true  test  on  either  side ;  and  that  when  any  country  has  a  surplus  of 
bullion  and  specie,  it  is  best  to  export  a  portion  of  the  redundant  sup- 
ply; and  that  then  those  articles,  besides  fulfilling  their  proper  func- 
tions of  being  the  media  and  regulators  and  equalizers  of  trade  and 
commerce,  become  themselves  lesitimate  subjects  of  trade  and  com- 
merce like  other  products;  and  tliat  this  rule  especially  applies  to  a 
country  producing  the  precious  metals. 

The  sole  object,  however,  of  the  reference  now  made  to  the  importa* 
tioq  and  exportation  of  bullion  and  specie  is  to  notice  tlie  fact,  equally 
forcible  as  respects  both  of  these  theories,  that  but  for  exportations  of 
raw  cotton,  according  to  the  treasury  statistics,  more  than  forty-eight 
millions  of  bullion  and  specie  would  have  been  required  annually,  since 
1831,  to  have  been  exported  (in  addition  to  all  that  was  exported)  to 
meet  the  balances  of  trade  against  us  that  would  have  existed  but  for 
those  exportations  of  raw  cotton.  It  is  true  the  treasury  accounts  of 
tzportt  are  not  safe  criteria  as  to  values,  they  being  in  the  United 
States,  as  in  other  countries,  generally  undervalued ;  but  without  the 
exportations  of  cotton  fi-om  the  United  States,  the  balance-sheet  would 
be  a  sorry  exhibit  of  our  condition  as  a  commercial  people,  and  of 
general  prosperity.  Our  other  exports,  and  especiallv  ot  other  agricul- 
tural products,  are,  when  separately  estimated,  really  insignificant  in 
comparison  with  cotton.  A  table  of  the  exportations  of  the  principal 
domestic  exports,  since  1821,  is  appended.    The  following  statement 


8^6 


a  Doc.  112. 


A^i 


m 


shows  the  principal  domestic  exports  in  the  years  1821,  '22,  and  '2i 
and  in  the  years  1850,  '^1,  and  '52 : 


Articles. 


Total  exports  of  domestic  produce 

Cotton 

Tobacco 

Rice 

Flour 

Pork,  hogs,  lard,  &c 

Beef,  hides,  tallow,  &c 

Butter  and  cheese. •  •  •  • 

Skins  and  furs 

Fish 

Lumber,  &c 

Manufactures  of  ail  kinds 


1821,  '28,  acd  '23. 


1850, '51,  and 's; 


$140,701,381 

64,638,062 

18,154,472 

4,878,774 

14,363,696 

4,003.337 

2,282,318 

604,106 

1,940,424 

2,894,229 

4,156,078 

9,013,259 


$526,006,61 
272,265,66 

29,201,55 
7.273,61; 

29,492,0i 

15,683,771 
4,796,6* 
3,119,501 
2,628,73: 
1,391,47J 

15,054,11; 

51,376,34f 


Among  otheV  articles  not  specified  in  this  statement  there  was  ei 
ported  in  1852  over  $1,200,000  of  oils,  $1,200,000  of  naval  stores 
$500,000  of  pot  and  pearl  ash,  $2,500,000  of  wheat,  $2,100,000  oi 
Indian  corn  and  meal,  and  $1,100,000  of  "raw  produce,"  kind  not  statw 
in  returns. 

The  relative  importance  and  value  of  the  cotton  crop  of  the  Unitw 
States  to  the  other  leading  agricultural  products  of  this  country,  ant 
other  principal  articles  of  our  domestic  and  foreign  commerce,  is  raon 
striking  when  the  circumstances  attendant  upon  the  progress  of  eac 
crop,  and  the  others  respectively,  are  considered.    The  augmentatio 
of  our  population— the  vast  extension  of  our  territory — the  great  ii 
crease  of  the  area  of  our  lands  in  tillage — ^the  immense  additions  tooi 
agricultural  labor  in  our  native  population  and  in  foreign  emigrant*" 
have  given  us  consequent  vastly  increased  resources  and  ability  fi 
greater  production.    As  before  shown,  however,  the  greater  prtioi 
of  most  of  the  agricultural  products  of  the  United  States,  and  of.tl 
manufactures  of  them,  except  cotton,  are  consumed  in  the  United  Stati. 
The  fact  that  the  exportations  from  the  United  States  of  many  ofl 
most  important  products  have  not  increased  in  proportion  toourincrea 
of  population,  resources,  and  ability,  and  that  the  article  of  raw  con 
is  a  signal  exception,  surely  is  some  evidence  of  its  value  and  of  t 
real  position  and  actual  increase  of  the  wealth  and  prosperity  of  t 
cotton  region.    When  it  is  recollected  that  very  little  of  the  additior 
labor  given  hy  foreign  emigration  inures  to  the  cultivation  of  cotton,  (anc 
.is  estimated  that  not  more  than  one  in  600  of  the  agricultural  emigrai 
go  to  the  cotton  region ;)  and  when  the  extent  of  internal  improvements 
the  States  where  cotton  is  not  grown,  to  transport  their  produce  to  mark 
is  considered,  it  will  be  seen  that  this  advancement  of  the  cotton  regi 
is  solelj  the  result  of  steady  industry,  regulated  by  the  intelligence 
make  it  advantageous.    The  increased  labor  of  that  region  has  b< 


S.  Doe.  m. 


le  years  1821,  '22,  and  '23 


ttT 


921,  '22,  and  '23. 


8140,701,381 
64,638,062 
18,154,472 
4,878,774 
14,363,696 
4,003.337 
2,282,318 
604,106 
1,940,424 
2,894,229 
4,156,078 
9,013,259 


1850, '51,  and -sj. 


$626,006,614 

272,265,665 

29,201,556 

7,273,613 

29,492,044 

16,683,772 

4,796,645 

3,119,506 

2,628,732 

1,391,475 

15,064,113 

61,376,348 


this  statement  there  was  «• 

$1,200,000  of  naval  stores, 

,000  of  wheat,  $2,100,000  of 

p  raw  produce,"  kind  not  stated 

the  cotton  crop  of  the  United 

products  of  this  country,  and 
md  foreign  commerce,  is  raore 
int  upon  the  progress  of  each 
msidered.  The  augmentation 
if  our  territory — the  great  in* 
—the  immense  additions  to  our 
m  and  in  foreign  emigrants- 
sed  resources  and  ability  for 
however,  the  greater  prtions 
the  United  States,  and  of.tlie 
i  consumed  in  the  United  Stattt, 

United  States  of  many  of  ^tj 
ed  in  proportion  to  our  increase  I 
d  that  the  article  of  raw  com 
idence  of  its  value  and  of  the 

wealth  and  prosperity  of  the 
lat  very  little  of  the  additional 
the  cultivation  of  cotton,  (andit 
*0  of  the  agricultural  emigrant 
int  of  internal  improvements  hi 
msport  their  produce  to  market, 
^ancement  of  the  cotton  region 
'gulated  by  the  intelligence  to 

labor  of  that  region  has  been 


glmost  exclusively  derived  from  those  contiguous  States  tbat  do  not 
cultivate  cotton.  The  disparity  between  the  increase  of  cotton  and 
4at  of  other  amcultural  products  appears  much  greater  when  these 
fects  arc  considered ;  and  the  doctrine  tb-^t  labor  advantageooslv  ao- 
plied,  and  not  population  merely,  is  the  true  foundation  of  a  country^ 
wealth  and  prosperity,  is  fully  verified.  ^ 

The  treasury  accounts  before  referred  to  show  that  the  acCTeirate 
increase  of  our  foreign  tmjportations  of  merchandise  has  not  equaSed  our 
increased  exportations  ot  raw^  cotton,  and  that  it,  as  before  stated,  has 
most  of  all  other  articles  enabled  us  to  keep  down  the  balance  against  us 
created  by  such  importations.  And  it  should  be  noticed,  also,  that  the 
increase  of  importaUons  is  mainly  for  the  use  and  consumption  of  those 
portions  of  the  country  that  do  not  produce  cotton.  The  consumption 
of  imported  merchandise  and  products  in  the  cotton  regioli  may  be 
greater  than  the  proportion  of  its  white  population  to  that  of  other  sec- 
tions, but  ill  the  aggregate  it  is  much  less,  and  it  is  also  much  less  than 
the  proportion  of  its  whole  population  to  that  of  the  other  States. 

Adding  the  increase  of  the  eivortatifms  of  our  domestic  manufactures 
of  cotton  to  the  exportations  of  raw  cotton,  the  comparison  between 
it  and  other  agricultural  products  is  still  more  favorable  to  it.  Prior  to 
1826,  such  exportation,  if  any  were  made,  were  not  specified  in  the 
treasury  returns,  and  all  our  importations  of  cotton  goods  specified  in 
those  returns  are  exclusively  those  o(  foreign  manufacture  that  had 
been  iinported  hither.  And  the  nearly  total  decrease  of  the  importation 
of  foreign  raw  cotton,  and  the  manufactures  thereof,  and  the  substitu- 
tion therefor  of  our  own  product,  and  manufactures  thereof,  should  also 
be  estimated. 

Nor  is  the  supply  furnished  from  the  cotton  crop  for  the  numerous 
"household"  or  "home-made"  manufactures  used  in  the  United  States 
an  unimportant  item  constituting  its  value.  The  aggregate  of  the  value 
of  all  these  manufactures  was,  in  1849,.  upwards  of  $27,540,000,  and 
it  is  estimated,  as  before  stated,  that  the  cotton  consumed  in  them  is 
worth  annually  upwards  of  $7,600,000.  But  for  our  own  crop,  this 
would  have  to  be  imported. 

Though  it  is  not  intended  to  express  any  opinion  in  this  paper  upon 
the  policy  of  a  protective  tariff,  it  is  proper  to  say  that  the  increase  of 
pur  domestic  cotton  manufacturing  establishments,  within  a  few  years 
past,  has  well  nigh  been  as  astonishing  as  the  increase  of  the  cotton 
crop,  especially  when  the  advantages  of  cheap  labor  and  low  interest 
for  capital  borrowed,  and  other  advantages  possessed  by  British  and 
European  manufacturers,  are  considered.  Against  such  advantages, 
our  manufacturing  establishments  already  use  about  one-third  of  the 
entire  crop  of  raw  cotton  of  the  United  States.  Prior  to  the  war  of 
1812,  they  were  of  little  consequence.  They  first  became  of  import- 
ance during  that  war.  They  now  supply  more  than  three-fourths  of  the 
cotton  manufactures  consumedin  the  United  States.  Such  supply  for  home 
corunmption  of  our  domestic  cotton  manufactures  exceedea  fifty-seven 
millions  of  dollars  in  1849-50.  We  exported  in  same  year  upwards 
of  four  millions  seven  hundred  thousand  dollars  of  our  domestic  cotton 
rnanufactures  to  foreign  countries ;  and  these  exports  in  1852  amounted 
to  upwards  of  seven  million  six  hundred  thousand  dollars.    Our  im- 


P 


*i  ■  t 


ds» 


a  Doc.  lis. 


portations  of  foreign  cotton  manufactures  in  1 852  were  tl9,689,4M 
and  of  this  we  exported  f  99],784>  consuming  the  balance  of  $18,697,712. 
It  will  be  noticed  that  our  exportations  of  domestic  cotton  manutacture« 
are  over  two-fifths  of  the  value  of  foreign  cotton  manufactures  cod. 
sumed  in  the  Unked  States.  Deducted  from  the  same  consuniptioo  it 
leaves  only  $11,025,661  as  a  balance  of  the  foreign  manufactures  to 
consumed. 

We  now  pay  annually  out  of  the  avails  of  the  cotton  crop  in  Great 
Britain  and  Europe  about  $10,000,000  to  those  countries  for  manufiic> 
turing  for  us  that  portion  of  our  raw  ootton  which  is  first  exported 
thither,  and  the  manufactures  thereof  then  imported  into  the  United 
States;  but  they  are  at  the  same  time  the  purchasers  o£  aoo-thirda  of  our 
entire  crop,  and  most  of  the  articles  they  send  us  could  not  be  manu&c. 
tured  here. at  the  same  cost  to  the  consumer;  and  the  cotton  producers 
insist  that  the  foreign  market  is  the  most  valuable  to  them,  and  that  they 
have  the  right  to  sell  their  crops  where  and  to  whom  they  choose,  and 
to  employ  and  pay  whomsoever  it  pleases  them  to  manufacture  it.  Our 
domestic  cotton  manufactures  are,  hoAyever,  destined  to  increase  still 
more.  Everything  indicates  that  an  immense  commerce  will  ere  lone 
arise  in  the  Pacific  ocean,  and  through  it  to  China,  the  East  Indies,  and 
the  Asiatic  seas  generally.  The  commercial  nations  of  the  world  are 
now  about  to  embark  in  a  struggle  for  the  control  of  that  'commei^ 
which  may  perhaps  continue  through  the  present  decade.  But  the  su- 
periority of  position,  the  greater  diversity  of  the  productions  of  the  United 
States,  and  the  enterprise  of  our  merchants  and  navigators,  will  insure 
the  supremacy  to  us.  The  domestic  cotton  manufacturers  of  the  United 
States  may,  it  is  believed,  rely  upon  immensely  increased  markets  for 
the  goods  they  now  manufacture  oeing  afibrded  by  the  commerce  thin 
opened.  The  amount  necessary  to  supply  these  new  markets,  it  has 
been  anticipated  by  some,  will  require,  in  a  few  years,  cotton  equal  in 
quantity  to  the  present  "entire  crop"  of  "upland"  cotton  of  the  United 
States.  The  superior  facilities  for  such  commerce  which  our  merchants 
will  possess  with  respect  as  well  to  the  outward  as  to  the  return  trade, 
will  enable  them  to  sell  our  dotnestic  cotton  manufactures  in  those  mar- 
kets more  advantageously  than  any  other  country  can  sell  the  same  kind 
of  goods.  The  official  statistical  tables  show  that  the  domestic  cotton 
manufactures  of  the  United  States  have  not  only  increased  in  propor- 
tion beyond  the  increase  of  our  aggregate  population,  and  in  a  propor- 
tion beyond  any  other  prominent  article  of  manufactures,  but,  in  tact, 
such  increase  of  the  cotton  manufactures  of  the  United  States  since 
1826,  with  reference  to  exportations,  exceeds  in  value  the  aggregate  of 
the  increase  of  all  our  other  domestic  manufactures  added  together! 

A  gentleman  holding  a  high  position  in  the  legislative  department 
of  the  federal  government,  and  whose  intelUgence  on  this  subject  is 
not  surpassed  by  any,  estimates  that  in  1852  the  capital  invested  in 
cotton  manufactories  in  the  United  States  is  at  least  $80,000,000 ;  that 
the  value  of  the  annual  products  of  such  manufactories  is  at  least 
$70,000,000;  that  as  many  as  100,000  male  and  female  laborers  are 
employed  in  such  manufactories;  and  that  quite  700,000  bales,  or 
315,000,000  pounds,  of  cotton,  worth  at  least  $35,000,000  will  be  spun 


S.  Doc.  112. 

and  sold  as  thread  and  yarn,  or  wove  into  muslin  and  other  mannfao- 
tures,  in  thi«  year— 1862. 

With  reference  to  our  foreign  commerce  especially,  the  increased 
consumption  in  the  United  States  of  foreign  and  domestic  cotton  manu- 
factures, m  heu  of  articles  that  must  have  swelled  our  importations  still 
nwre  than  has  been  the  case,  is  an  important  consideration.  But  for 
our  cotton,  until  our  domestic  products  of  wool,  of  silk,  and  of  flax,  had 
become  sufficient  for  our  necessities,  we  should  have  been  compelled  to 
rely  on  foreign  countries.  Cotton  and  its  manufactures  have  decreased 
the  demand  for  the  other  articles.  In  this  respect  the  increased  wn- 
gumption  of  cotton  and  its  manufactures  in  the  United  States  and  in 
foreign  countries  should  be  regarded  by  those  who  deprecate  an  excess 
of  importations  over  exportations  as  injurious  to  a  country,  as  having 
been  greatly  beneficial  to  our  foreign  commerce,  inasmuch  as  it  has 
lessened  the  importationi  by  us  of  the  other  articles  mentioned. 

If  the  exportations  of  raw  cotton  from  the  United  States  should, 
cMitrary  to  general  anticipation,  decrease  from  any  cause,  unless  its 
place,  as  an  article  of  exportation,  could  be  fully  supplied  by  an  equiv- 
alent  amount  of  domestic  manufactures  of  cotton  export&l,  its  cultiva- 
tion  and  product  must,  of  necessity,  also  decrease  in  a  corresponding 
degree;  and  the  787,600  of  able  agricultural  laborers,  and  the  6,300,000 
acres  of  arable  land  now  devoted  to  its  production,  would  be  diverted, 
by  the  same  necessity,  to  the  production  of  other  articles,  (wheat,  rye, 
com,  b'arley,  oats,  and  the  like)  and  the  raising  of  stock  for  provisions, 
(beef,  pork,  lard,  butter,  &c.)  The  result,  it  can  be  foreseen,  would  be 
tlie  cheapening  of  those  articles,  and  rendering  their  production  in  the 
present  grain-growing  and  stock-raising  States  less  profitable  than  at 
present,  and  the  agriculturist  and  stock-raisers  in  these  States  would 
also  then  lose  their  markets  in  the  cotton-growing  States,  besides  having 
to  encounter  competition  from  them  in  other  markets;  and  besides, 
some  of  the  surplus  labor  of  the  cotton-growing  "States  would  then  be 
employed  in  manufactures  and  mechanical  pursuits,  now  chiefly  en- 
grossed by  other  States,  from  which  the  supplies  are  now  received  by 
the  cotton-growers. 

The  causes  of  the  fluctuations  in  the  prices  of  cotton  have  been 
subjects  of  investigation  and  discussion  among  the  political  econo- 
mists of  the  United  States,  and  others  interested,  but  hitherto  their  in- 
vestigations and  discussions  have  not  resulted  in  much  practical  good. 
Conventions  of  cotton-producers  have  been  held  in  the  Southern  States, 
and  different  theories  advanced  as  to  these  causes,  and  diflferent  reme- 
dies suggested.  Disagreements  as  to  the  causes  of  these  fluctuations 
have  produced  differences  of  opinion  as  to  the  remedies  and  prevent- 
ives; and  consequently,  heretofore,  no  measures  of  a  practical  character 
have  been  adopted.  In  some  instances  the  causes  are  widely  different 
from  those  producing  similar  effects  as  to  other  products.  Doubtless, 
the  extent  of  the  crop  has,  ordinarily,  no  inconsiderable  influence  on  the 
price;  and  ypt,  whilst  the  crop  of  1860,  the  exportations  alone  of  which 
were  927,237,089  pounds,  which  at  12.11  cents,  brought  $112,316,317, 
the  short  crop  of  1848,  the  exportations  of  which  were  but  635,383,604 
pounds,  brought  11.31  cents,  or  $71,984,616;  and  the  crop  of  1848, 
the  exportations  of  which  were  1,026,642,269  pounds,  brought  6.5 


M 


-H 


l.'i 


■  ;i1 


i;l 


8pO  a  Doc.  113* 

cents,  or  $66,396,967 ;  and  repeated  instances  will  be  found  in  the  an- 
nexecl  t.'ibles,  where  larce  crops  have  brought  large  prices,  and  short 
crops  short  prices.     The  extent  of  ihe  crop  cannot,  therefore,  in  all 
cases  be  regarded  hs  governing  the  prices.     The  prices  of  freights  have 
some  influence.    Much  more  depends  upon  the  condition  of  the  foreign 
and  domestic  cotton  manufactories — the  general  depression  or  pr(^ 
perity  of  trade,  commerce  and  navigation,  and  the  state  of  the  money 
market.     The  manufacturers  ait  home  and  abroad«have  to  resort  to  ex- 
tensive  credits  to  carry  on  their  works,  even  to  purchase  the  raw  cot- 
toif;  and  the  scarcity  of  money  is  certain  to  cause  a  corresponding 
depression  in  the  price  of  cotton.    But  the  primary  and  chief  cause  of 
these  fluctuations  is  to  be  found  in  the  fact,  that  very  often,  so  soon  as 
raw  cotton  leaves  the  possession  of  the  planter,  whether  it  is  purchased 
from  him  or  not,  it  becomes  the  stake  for  the  most  hazardous  gamblina 
among  those  who  should  be  styled  commercial  speculators  and  gam- 
blers, rather  than  merchants.     When  it  is  seen  that  a  rise  of  cotton  of  one 
cent  per  pound  creates  a  difference  in  the  value  of  that  exjwrted  from 
the  tfnitca  States  alone,  of  ten  milliom  of  dollars^  (and  of  course  a  rise 
of  a  mill,  om  million^  and  of  a  tenth  of  a  mill,  one  hundred  thousand 
dollars ;)  and  when  it  is  recollected  that  raw  cotton  is  regarded  as  a 
cash  article,  and  used  in  lieu  of  exchange  for  remittances  aDroad.itcan 
readily  be  imagined  that  temptations  and  inducements  exist  to  the 
most  hazardous  speculations  in  that  article,  by  those  who  imagine  they 
foresee  an  advance  in  its  price,  and  who,  so  soon  as  they  purchase 
exert  themselves  to  effect  the  result  they  desire.    The  establishment  of 
"  Planters'  Union  Depots'^  at  the  chief  shipping  ports  in  the  South,  for 
the  storing  of  cotton  for  sa/e,  and  also  similar  depots  at  or  near  the  chief 
Atlantic  cities,  has  been  proposed  as  a  remedy  for,  and  prevention  of 
the  evils  complained  of.     And  the  establishment  of  similar  depots  at 
different  points  in  Continental  Europe  has  also  (since  recent  occurrences 
in  Great  Britain,  indicating  a  revival  of  the  ancient  hostility  to  the  cotton 
interest  of  the  United  States)  been  suggested.     Doubtless,  the  estab- 
lishment of  such  "  Continental  Depots'^  would  open  new,  as  well  as  ex- 
tend the  existing  markets  for  our  raw  cotton,  among  the  continental  man- 
ufacturers ;  and  it  would  greatly  encourage  and  promote  the  latter,  ani 
cause  them  to  become  formidable  competitors  and  rivals  to  the  manu 
facturers  of  Great'  Biitain,  and  it  is  not  unlikely  some  practical  meas 
ures  of  the  kind  will  be  adopted.    Direct  trade  between  southern  prt 
and  Europe,  so  far  as  it  respects  the  cotton  exported  thither,  has  oeei 
looked  to  as  likely  to  relieve  the  planting  interest  from  the  effects  of  th( 
fluctuations  as  to  prices,  and  at  the  same  time  to  relieve  it  from  the  ex 
orbitant  and  onerous  charges  it  is  at  present  subject  to,  by  shipments t( 
Eastern  Atlantic  ports  before  shipment  to  Europe ;  but  it  is  strongl 
doubted  whether  the  result  of  such  change,  without  further  preventive! 
would  not  be  merely  another  illustration  of  the  old  fable  of  the  fox  am 
the  flies.     The  planter  will  always  be  subject  to  similar  exactions  t 
those  now  made ;  and  they  will  be  increased,  till  he  restrains  himse 
from  parting  with  the  plenary  and  personal  control  of  his  crop,  ii  an 
way,  except  by  absolute  sale.    He  will  not  be  relieved  whilst  the  pa) 
ment  of  advances  on  his  crops,  or  other  mercantile  debts  incurred  o 
their  credit,  constrain  him,  year  after  year,  as  to  the  disposition  of  then 


S.  Doc.  112. 


831 


To  be  relieved,  he  muat  become  less  dependent  on  the  storc-keopcr,  and 
nK)re  sell-dependent;  and  then  he  can  constrain  the  purchaser  to  come 
to  his  plantation  to  purchase  his  crop,  and  if  he  is  not  paid  a  fair  price, 
refiise  to  part  with  it,  and  keep  it  in  store  until  he  can  get  such  price. 
When  planters  generally  adopt  and  adhere  to  such  system,  it  will  be 
of  little  consequence  to  them  what  charges  their  crops  rre  subjected  to 
alter  they  leave  their  hands,  and  they  will  be  unaflccted  .by  the  fluctua- 
tions occasioned  by  speculotions  and  gambling.  The  foreign  and  do- 
mestic manufacturers  will  also  find  that  it  is  their  interest  to  get  rid  of 
the  intermediate  commercial  agencies,  and  expenses,  between  tliem  and 
the  planter,  and  will  unite  in  the  adoption  of  such  system. 

Appended  hereto  are  tables  of  the  exports  of  rav^  cotton  in  1852, 
exports  of  domestic  cotton  manufactures,  same  year;  exports  of  foreign 
cotton  manufactures,  same  year;  and  imports  of  cotton  manufactures, 
same  year.  Particular  attention  should  be  given  to  them.  On  such 
reference,  the  fact  cannot  escape  observation,  that  the  government  of 
the  United  States,  by  liberal  and  judicious  (and  judicious  because  lib- 
eral) arrangements  with  the  different  governments  of  this  and  the 
southern  continent  of  America,  by  enabling  these  countries  to  pay  for 
our  domestic  cotton  manufactures  in  their  products,  which  we  do  not 
raise,  may  open  extensive  and  profitable  markets  for  us,  thereby  pro- 
moling  the  prosperity  as  well  of  the  manufacturer  as  of  the  producer 
of  cotton.  And  once  open  and  establish  such  market,  the  demand 
would  in  a  few  years,  it  is  anticipated,  be  equal  to  the  whole  of  our 
present  exportations.  The  field  of  commerce  before  us,  and  for  us,  in 
these  countries,  and  in  the  Pacific  and  East  Indies,  is  unbounded. 

These  facts  fully  demonstrate  not  only  the  futility  of  all  the  expedi- 
ents that  may  be  adopted  by  foreign  governments  to  supplant  tlie  cot- 
ton crop  of  this  country,  but  also  the  inefficiency  and  folly  of  any 
measures  of  restramt  or  coercion  that  may  be  contrived  by  them  to 
"counteract"  whatever  policy  the  United  States  may  decide  to  adopt, 
at  any  time,  to  sustain  and  maintain  the  great  interests  involved  in  the 
cotton  crop.  If  it  should  become  necessary,  the  cotton-growers  of 
this  confederacy  can,  of  themselves,  withhold  from  any  foreign  coun- 
try every  pound  of  cotton ;  and  the  labor  now  employed  in  its  cultiva- 
tion could  be,  in  one  season,  restricted  to  growing  merely  enough  for  our 
own  consumption.  It  is  an  error  to  suppose  that  such  measure  would 
be  ruinous,  or  even  permanently  injurious  to  them.  Such  labor  could 
be  employed  in  the  cultivation  of  other  products— in  the  rearing  of 
stock, and  articles  of  subsistence,  and  in  the  improvement  of  the  lands; 
with  little  detriment  that  would  not  be  temporary,  and  with  less 
loss  and  inconvenience  to  them,  than  a  similar  revolution  m  industrial 
pursuits  and  productions  would  cause  in  any  other  country.  That  the 
cotton-producers  of  the  United  States  may  rightfully  exercise  the  power, 
which,  by  union  and  concert  of  action,  they  unquestionably  possess, 
of  decreasing  or  increasing  the  aggregate  annual  supply,  and  regu- 
lating its  price,  so  as  to  secure  the  receipt  of  its  just  value,  cannot  be 
denied.  Owing  to  the  multiplied  charges  and  expenses  to  which  his 
cotton  is  subjected  before  he  receives  its  proceeds,  the  planter  is  gene- 
rally the  person  who  makes  the  least  profit  Irom  it.    What  are  be- 


i  J 


882 


S.  Doc.  112; 


f'JM 


lieved  to  be  the  most  practical  preventives  have  been  before  alluded  to 
Means  and  -ways  of  avoidinji;  imposition  will  suggest  them8elve«  to 
the  intelligent  planter,  and  his  example  will  be  followed  by  his  neigh. 
bors.  Ere  long  our  manufactories  wdl  furnish  us  with  all  of  the  cotton 
goods  we  need,  at  our  own  doors,  and  of  our  own  manufacture,  frooi 
the  product  we  have  raised.  But  whatever  we  may  determine  to  do, 
no  governmental  policy  of  any  foreign  countnr*  hostile  to  our  intere8t»-. 
no  combination  of  such  governments— can  release  or  lessen  the  absolute 
dependence  upon  the  "  Qotton  Zone"  of  the  United  States,  which  all 
who  manufticture  or  use  this  product  are,  and  must  continue  to  be  sub* 
ject  to,  till  Providence  decrees  the  change  by  means  now  unforeseen 
and  unanticipated. 

Before  1791,  foreign  raw  cotton  was  admitted  in  the  United  States 
duty  free  ;  but,  afler  the  first  of  January  of  that  year,  it  paid  a  duty  of 
three  cents  per  pound,  till  the  double  duties  were  imposed  by  the  act  of 
July,  1812.  During  the  war,  and  till  April,  1816,  it  paid  six  cents, 
and  since  that  day  it  has  paid  three  cents,  till,  by  the  act  of  1846,1 
was  made  free.  Alexander  Hamilton,  in  1791,  recomniiended  the  '*r^ 
peal"  of  the  duty  as  "indispensable"  for  the  security  of  the  '^nationa 
manufacturers"  of  cotton. 

Within  two-thirds  of  a  century,  this  product  has  become  one  of  the 
most  important  of  the  agricultural  products  of  the  world,  and  an  article 
of  necessity  for  which  no  adequate  substitute  can  readily  be  had.  Itii 
now  by  far  the  most  valuable  article  of  commerce  existing  between  i 
ferent  nations.  The  foreign  commerce  of  no  one  nation,  in  wheat,  or 
wheat-flour,  or  other  cereal  products  for  the  subsistence  of  man — or  in 
beef,  pork,  or  other  provisions,  even  if  estimated  together — has  ever 
been,  or  is  now,  as  great  in  va]ue  as  that  of  the  United  States  in 
the  article  of  raw  cotton  produced  in  the  United  States,  and  in  manu- 
factures therefirom.  The  articles  of  tea,  tobacco,  ardent  spirits,  wines, 
silks,  and  coffee,  have  ranked  high  on  commercial  lists ;  but  none  of 
them  have  equalled,  in  any  one  country,  the  present  rank  of  American 
cotton  and  its  manufactures ;  and  the  articles  just  specified  are,  too,  all 
luxuries,  not  absolutely  indispensable  for  subsistence  or  raiment,  and 
for  all  of  them  substitutes  may  be  found.  In  fact,  if  the  importation  or 
use  of  every  one  of  these  articles  were  destroyed  or  decreased  by  legis- 
lative enactments,  or  the  equally  arbitrary  decrees  of  fashion  or  cus- 
tom, or  by  other  means,  the  next  generation  would  not  feel  the  depri- 
vation. The  abandonment  of  other  articles  formerly  used  instead  of 
manufactures  of  cotton,  and  the  general  use  of  the  latter,  and  especially 
of  the  ordinary  kinds,  throughout  the  world,  (induced  by  their  cheap- 
ness and  superiority,)  render  them  indispensable  to  the  comfort  of  man 
till  something  is  discovered  to  supply  their  place.  For  half  a  century, 
nearly  every  people— of  every  degree  of  civilization,  of  every  class  of 
society,  ana  in  every  variety  of  climate — has  adopted  the  use  of  cotton 
manufactures.  Such  is  the  character  of  the  product,  and  so  diversified 
are  the  articles  that  can  be  manufactured  from  it,  that  they  have  taken 
the  place  of  many  other  articles  widely  different  from  each  other ;  and 
they  are  applied  to  various  and  dissimilar  uses,  in  climates  of  different 
temperature,  and  among  different  races  and  nations,  whose  habits  a 
customs  are  as  unlike  as  their  respective  countries.    The  manufacturei 


S»  Doc.  lie. 


re  been  before  alluded  to 
II  suggost  themselveB  to 
be  foBowed  by  his  neigh- 
1  UB  "with  all  of  the  cotton 
ir  own  manufacture,  from 
we  may  determine  to  do, 
r,  hostile  to  our  interests- 
ease  or  lessen  the  abaolute 
J  United  States,  which  all 
1  must  continue  to  be  sub- 
by  means  now  unforeseen 

litted  in  the  United  States 
that  year,  it  paid  a  duly  of 
vere  imposed  by  the  act  of 
il,  1816,  it  paid  six  cents, 
till,  by  the  act  of  1846,  it 
^91,  recommended  the  "re- 
e  security  of  the  "  national 

uct  has  become  one  of  the 
of  the  world,  and  an  article 
te  can  readily  be  had.    It  i« 
imerce  existing  between  dlf- 
no  one  nation,  in  wheat,  ot 
3  subsistence  of  man— or  in 
timated  together— has  ever 
at  of  the  United  States  m 
Jnited  States,  and  in  manu. 
jacco,  ardent  spirits,  wines, 
[nmercial  lists;  but  none  of 
e  present  rank  of  American 
es  just  specified  are,  too,  all 
subsistence  or  raiment,  and 
In  fact,  if  the  importation  or 
roved  or  decreased  by  legis- 
decrees  of  fashion  or  cus- 
n  would  not  feel  the  depn- 
les  formerly  used  mstead  of 
jofthelatter,  and  especially 
i,  (induced  by  their  cheap- 
isable  to  the  comfort  ot  man 
•place.    For  half  a  century, 
ivilizatioii,  of  every  class  of 
as  adopted  the  use  of  cotton 
e  product,  and  so  diversifaed 
Torait,that  they  have  taken 
ferentfrom  each  other;  and 
uses,  in  climates  of  different 
id  nations,  whose  habits  and 
•untries.    The  manutactures 


(f  thi«  product  in  the  world,  now  equal  the  manufactures  of  animal 
fool,  ot  flax,  and  of  silk,  all  combined. 

The  statements  now  made  are  of  incontrovertible  facts,  verified  by 
the  official  statistics,  not  only  of  the  government  of  the  United  States, 
but  of  foreign  governments,  and  bv  tlio  commercial  accounts  of  this 
country  and  of  other  countries.     They  establish,  it  is  believed,  the  cor- 
rectness of  all  the  opinions  advanced  in  this  pAper  as  to  the  paramount 
importance  of  the  cotton  crop  of  the  United  Slates,  not  merely  to  our 
own  country,  but  to  the  world,  over  every  other  agricultural  product 
that  has  been,  now  is,  or  is  likely  to  become,  an  article  of  commerce 
between  nations.    They  certainly  prove  that  it  is  the  chief  element  and 
basis  of  the  commercial  prosperity  of  this  confederacy,  and  as  well  with 
respect  to  the  trade  between  the  States  as  to  the  commerce  of  all  with 
foreign  nations. 
The  statistics  adduced  show  the  fallowing  facts : 
The  cultivation  of  cotton  and  its  preparation  for  market  in  the  United 
States,  at  this  time,  employs  upwards  of  800,000  agricultural  laborers. 
As  has  been  stated,  85  per  centum  of  this  number  are  slaves ;  and  the 
residue  (120,000)  are  wnite  citizens,  who  are  found  in  every  part  of  the 
cotton  zone,  raising  cotton  by  their  own  labor,  on  their  own  lands — a 
practical  refutation  of  the  slander  that  ** labor  is  degraded**  in  that  re- 
gion.   These  citizens  and  their  families  are  sustained  in  part  by  the 
cotton  crop.    And  for  every  tivo  able-bodied  cotton-field  bands,  it  is 
estimated  that  at  least  three  of  inferior  physical  capacity  for  labor  are 
employed  in  raising  subsistence  or  in  domestic  avocations  on  the  plan- 
tation, or  reside  in  the  cities,  &c.    All  these  are  supported  from  the 
ivails  of  the  cotton  crop. 

At  least  $25,000,000  in  value  of  breadstuffs,  provisions,  salt,  sugar, 

lasses,  tea,  coffee,  shoes,  blankets,  articles  of  clothing,  and  other 

irticles  of  necessity  or  comfort,  is  annually  required  for  such  laborers 

id  others  engaged  in  such  production  or  preparation,  or  who  possess 

e  capital  (lands,  slaves,  &c.,)  employed  therein ;  and  of  live  stock, 

jricultural  implements,  machmes,  bagging,  rope,  &c.,  chiefly  furnished 

lythe  other  States  of  the  confederacy  from  their  own  products  or  man- 

ictures,  or,  through  them,  from  foreign  countiies  who  purchase  our 

ton. 

Cotton  employs  upwards  of  120,000  tons  of  steam  tonnage,  and  at 
ist  7,000  persons  engaged  in  sleam  navigation  in  its  transportation 
southern  shipping  ports.    In  some  sections  it  pays  freights  to  rail- 
ads  for  such  transportation.    Its  first  tribute  to  the  underwriter  is  for 
surance  against  casualties  in  its  transportation  from  the  interior. 
Cotton  afibrds  employment  and  profit  to  the  southern  commission  mer- 
nt  or  &ctor,  and  to  the  many  and  various  laborers  engaged  in  cart- 
I  storing  it,  &c.,  in  the  southern  port ;  and  a  second  tribute  is  paid  to 
underwriter  for  insurance  against  fire  whilst  in  store.     The  "  com- 
ssing"  and  relading  it  for  shipment  coastwise  to  eastern  Atlantic 
es,  or  to  foreign  ports,  and  insurance  against  the  dangers  of  the  seas, 
It  additional  employment,  and  cause  additional  charges. 
The  transportation  of  that  portion  of  the  crop  sent  along  the  gulf 
to  the  principal  gulf  ports,  or  coastwise  to  eastern  Atlantic  cities, 
'%  upwards  of  1,100,000  tons  of  American  shipping  in  the  gull 
54 


884 


B.  Doc.  112. 


■| 


And  Atlantic  coasting  trade,  and  upwards  of  66,000  American  seariK 
engaged  in  such  trade.  As  no  foreign  vcsacI  can  participate  in  t| 
trade,  the  freights  are  highly  profitable.  They  ordinarily  ateragefroi 
the  gulf  ports  to  New  York  not  less  than  five-cighths  of  a  cent  b 
pound  freight. 

In  the  eoAtem  Atlantic  cities,  the  wharfinger,  those  who  unlade  (|| 
vessel,  the  drayman,  the  storekeeper,  the  commnssion  merchant,  iberoi 
ton-broker,  the  weigher,  the  packers  who  compress  the  bales  by  steai 
power  or  otherwise,  the  laborers,  and  those  who  charge  for  "  mendnte' 
**  cordage,"  &c.,  &;c.,  the  fire  insurer,  and  the  shipper,  the  steveiWe 
and  numerous  other  persons  in  those  ports,  find  profitable  avocation 
arising  from  cotton,  whether  destined  for  a  home  or  for  a  foreiin 
market. 

If  destined  for  a  home  market,  it  pays  the  expenses  of  reladini  foi 
shipment  coastwise,  or  of  inland  transportation,  by  railroad  or  other' 
Ivise,  till  it  reaches  the  manufactoi-y.     It  gives  employment  at  this  tim 
to  upwards  of  (80,000,000  of  capital  invested  in  such  manuractohN, 
It  anbrds  means  of  subsistence  to  about  one  hundred  thousand  oner» 
live  manufacturing  laborers,  male  and  female,  whose  aggregate  annoi 
wages  exceed  $eventeen  millions  of  dollars.     The  manufactories  coiisum 
coal,  use  dyestufTs,  employ  machinists  and  other  mechanics,  andcD 
courage,  because  they  aid  to  sustain,  the  carpenter,  the  mason,  tin 
ahoemaker,  the  tailor,  and  indeed  all  others  in  their  vicinity  for  wboo 
they  create  employment.     Calculating  interest  on  the  capital  invest! 
and.  all  other  expenses,  estimated  at  $62,000,000  annually,  (includi 
raw  cotton  worth  $35,000,000,)  they  furnish  manufactures  valued 
$70,000,000.     And  there  are,  it  is  believed,  at  least  25,000  persons 
the  United  States  who  find  profitable  avocations  in  the  receiving  aw 
aale  or  shipment  of  these  domestic  cotton  manufactures,  whether  ci 
sumed  at  home  or  abroad. 

More  than  800,000  tons  of  the  navkfation  of  the  United  Si 
engaged  in  the  foreign  trade  are  employed  in  carrying  American  coli 
to  Europe  and  elsewhere,  and  upwards  of  40,000  American  ?e 
are  given  employment  in  such  vessels. 

It  is  estimated  that  the  foreign  tonnage  and  seamen  employed  in 
rying  American  cotton  to  Europe  and  elsewhere  to  foreign  countiij 
amount  to  about  one-sixth  of  that  of  the  United  States  so  emplo* 
An  amount  of  cotton  not  equal  to  the  average  annual  crops  of  Alabi 
Georgia,  Mississippi,  and  South  Carolina,  united,  is  annually  fumisl 
by  us,  and  provides  means  of  employment  in  Europe  for  upwai 
$300,000,000  of  capital,  invested  in  cotton  manufactories,  and  to 
than  3,000,000  persons  of  the  "  working  classes"  and  others, 
receive,  store,  sell,  transport,  or  manufacture  the  raw  product,  an 
many  others,  engaged  in  the  sale  or  shipment  of  the  manufactures. 

And  not  the  least  valuable  of  all  the  uses  of  this  product  to  the 
pie  of  the  United  States  is,  that  it  affords  to  the  household  of  the' 
olest  citizen,  of  every  occupation — to  the  husbandman,  the  mecl 
and  the  laborer,  whether  distant  from  the  marts  o{  commerce  or 
out  the  pecuniary  ability  to  resort  to  them — and  to  the  planters  aj 
&eir  dependents,  the  masters  and  the  servants,  the  means  of  suppli 
iUiemselves,  by  their  own  handiwork  in  its  manufacture,  with  m 


a  Doc.  112. 


885 


I   find  proniaoio  avwaiioM| 
jr  a  home  or  for  a  fonigaj 


iind  vnritwWt  and  inappreciable  comforts,  which,  without  it,  they  wr/uld 

I  lave  (liffii'uhj  in  ohtaininff.    In  yielding  them  such  comforts,  it  fitimu- 

Ltrs  tlicm  to  industry  and  frugaUty ;  it  jjives  them  contentment;  iind  it 

Rutcrs  nnd  cherishes  that  elevated  spirit  of  inde|>cndenc<s  and  that 

fflunlly  ennoWing  fi'cling  of  »e(f-dependrnce,  under  favor  of  Providence, 

wnich  ought  to  hv  universal  constituents  of  American  character.     Not 

|fj8  than  $7,600,000  in  value  of  the  products  of  the  cotton-fields  of  the 

I  ^uth  is  annually  appn)printed  to  such  uses. 

Every  interest  ihrougnout  the  land — at  the  north  Jind  the  south,  in 
Itbeeast  and  west,  in  the  interior,  and  on  the  Pacific  as  well  as  the  At- 
lanlic  const— receives  from  it  active  and  material  aid.  It  promote! 
Lsentinlly  the  agricultuial  interests  in  those  States  where  cotton  is  not 
Iproduccd.  It  is  the  main  source  of  the  prosperity  of  the  mechanic, 
Ithc  artisan,  and  other  laboring  classes,  as  well  as  that  of  the  merchant 
land  manufacturer,  in  every  section  of  the  Union.  Everywhere  it 
jLi  liiicl,  broad,  nnd  deep,  and  permanent,  the  foundations  of  the  wealth 
laad  strength  of  the  United  States,  and  of  their  independence  of  (()reign 
lations.  More  than  anything  else  has  this  product  made  other  nations, 
jlvrn  the  most  powerful,  dependent  on  the  •♦  United  States  of  Amer- 
More  than  any  other  article,  nay,  more  than  all  of  other  agri- 
altural  products  united,  has  cotton  advanced  the  navigating  and  com- 
nercial  interests  of  the  eastern  Atlantic  States,  and  of  the  whole 
tnion.  It,  more  than  any  other  agricultural  product,  has  cherished 
nd  sustained  those  interests,  not  merely  by  its  direct  contributions,  but 
Ly  awakening  commerce  in  other  countries,  from  which  they  have  ro- 
Vived  profitable  employment.  Neither  the  whale-fisheries  nor  the 
hackcrel  and  cod-fisheries  have  been  of  the  same  importance  and  value 
I  those  interests  as  the  annual  cotton  crop  of  the  United  States  (since 
He  war  of  1812)  has  been  for  its  transportation  coastwise,  nnd  expor- 
ition  to  foreign  countries.  Like  the  light  and  heat  of  the  siiii,  the 
Jenial  effects  of  this  inestimable  blessing,  which  Providence  hath  he- 
lowed  upon  this  favored  people,  reach  every  portion  of  the  land. 
pey  extend  to  every  city,  and  town,  and  village,  and  hutiilel,  and 
m-housc — to  the  ship,  to  the  steamboat,  to  the  canal-barge,  and  to  the 
kilroad.  Throughout  the  length  and  breadth  of  this  vast  empire,  there 
jnot  a  tenement  in  which  manufactures  of  this  product  are  not  found. 
the  sacred  temples,  in  the  halls  of  justice  and  of  legislation,  in  the 
anting-house,  in  the  workshop,  in  the  stately  mansions  of  the  rich 
llowly  dwellings  of  the  poor,  wheresoever  man  resorts,  may  they  bo 
pn.  Cotton  is  found  in  tne  silken  tapestries  and  decorations  of  the 
^hionable  parlor,  and  it  contributes  more  to  various  articles  in  lesa 
tetly  fiirnisned  apartments.  It  is  used  in  the  luxurious  couch  of  the 
Huenl,  and  in  the  pallet  of  the  indigent.  Everv  trade,  calling,  oocu- 
Ition,  profession,  and  interest — all  classes,  in  all  seasons,  and  at  aH 
pes— in  the  United  States,  need  and  use  manufactures  of  cotton,  in 
piliments  for  the  person  and  otherwise,  in  ways  as  various  as  their 
fcnts.  The  editor  in  his  gazette,  the  author  in  his  book,  the  lawyer  in 
brief,  and  all  in  their  correspondence,  use  paper  made  from  cotton. 
Id  not  only  have  cotton  and  manufactures  from  it  entered  into  and 
bme  indispensable  to  the  convenience  and  comforts  of  the  people  ot 
\  United  States — not  only  has  this  boon  from  the  Giver  of  all  gcod 
less  than  a  third  of  -the  States  of  the  Union  been  the  primary  and 


».  -if 


836 


S.  Doc.  112. 


hn 


Hf  ^' 


^7    (    t? 


I 

Si 


f'!l    '% 


-n^-f 


t     1         ) 


b      E 


copious  fountain  from  which  has  flowed  the  chief  portion  of  the  Ta<| 
aggregated  wealth  of  the  confederacy — not  only  has  it,  for  at  least 
forty-seven  years,  done  more  than  all  else  to  enable  us  to  attain  our 
present  advanced  position  as  a  commercial  people,  equalle'^  b«t  by 
one  nation, — but,  unless  it  is  forbidden  by  a  greafer  than  earthlj  power 
we  shall  ere  long,  chiefiy  by  the  increase  of  the  cotton  crop,  hold  supremacy 
over  her.    The  aggregate  of  our  exportations  of  raw  cotton  since  1821 
iiicluding  that  year,  is  upwards  of  one  thoutandjive  hundred  and  thirtih 
nine  miliions  of  dollars,  according  to  the  Treasury  returns ;  and  whenever 
the  increased  wants  of  foreign  countries  require  an  increased  supply, 
the  quantity  of  at  least  one  thousand  and  three  hundred  million 
pounds,  which  hereafter  will  probably  be  produced  annually  for  foreign 
and  home  consumption,  can  be  augmented  to  meet  the  full  deinai 
and  still  further  increased  for  many  successive  years.    We  possess  the  j 
resources  in  land  and  labor  to  supply  the  whole  world  >  and,  after  re- 
taining all  that  is  required  for  our  own  consumption,  it  may  be  antici- 
pated that  hereailer,  whilst  we  are  blessed  with  peace  and  fair  erops 
and  prices,  our  annual  exjtortat'ions  will  not  be  less  in  value  than  one 
hundred  milliona  of  dollars.    With  this  we  can  in  a  few  years  ext"..^  «?!; 
our  foreign  debt,  both  public  and  private,  and  amply  supply  ourselves 
with  all  the  necessaries,  co».jtbrts,  conveniences,  and  luxuries  of  oth«r 
countries  which  we  do  not  yet  produce  cheaply  or  in  abundance. 

There  are  other  important  results  of  the  cotton  crop  of  the  United 
States  deserving  notice.  There  is  one  that  must  suggest  and  commend 
itself  to  all  acquainted  with  the  subject,  and  especial!  to  the  wise  and 
intelligent  statesman  who  looks  beyond  the  generat  >n  in  which  ha 
lives,  and  above  the  atmosphere  of  party,  upon  wl  ^h  comment 
omitted  in  this  paper,  lest  the  restrictions  referred  to  i  the  first  para-j 
graph  might  be  considered  by  some  as  violated. 

But  there  are  two  influences  of  this  product  (both 
litical,  rather  than  pecuniary)  which  should  not  be  ov 
first  relates  to  our  own  country  exclusively,  the  second  to    s  posif lor.  v;it!| 
other  nations. 

The  influence  of  the  various  "cotton  interests"  in     'ery  section  i 
the  confederacy  in  streingthening  the  bonds  and  bands  oi  that  feden 
union  of  the  thirty-one  States  which  constitutes  our  strength,  and  glo 
tnd  pride — its  power  in  insuring  the  maintenance  of  the  federal  coii 
pact  inviolate,  and  the  maintenance  of  the  laws  of  the  land  enacted  i 
It — ^that  influence  which  unites  the  promptings  and  also  the  restraint] 
of  self-interest  with  those  of  patriotism — is  neither  light  nor  transien 
It  is  potent  and  permanent.    Cogent  and  satisfying  to  every  true  Amei 
ican  are  its  teachings  that  no  "  section''  of  this  confederacy  is  the  m 
of  any  ocher  "section,"  except  in  patriotic  efibrts  to  advance  the  weifai 
of  their  common  country.    Their  natural,  and  rightful,  and  legitimai 
interests  do  not  clash ;  and  all  are  best  promoted  by  aiding,  sustaininj 
supporting,  and  cherishing  each  other.     If  any  would  maintain  the  fal 
doctrine  that  a  "section,"  or  even  a  single  State,  may  justly  have  i 
equality  reduced,  its  rights  and  interests  disregarded  and  brob 
down,  or  that  the  local  interests  of  one  section  may  be  promoted  i 
the  expense  of  any  other  of  inferior  numerical  strength ;  and  if, 
strained  by  the  federative  compact,  they  should  attempt  the  enforceraej 
of  such  prmciples,— 'when  the  time  comes  for  practical  action,  the( 


loral  and 
dooked.   Thd 


S.  Doc.  112. 


887 


leiratlve  influences  above  adverted  to,  in  all  sections,  mny  l)o  rolled 
upon  for  the  administration  of  a  rebuke  which,  though  it  milH  to  con- 
vince the  misguided  of  their  error,  will  not  be  the  less  withering  in  its 
effects  npon  them,  or  the  less  powerful  in  upholding  right  and  in  iho 
preservation  of  concord  and  union. 

With  respect  to  foreign  nations,  it  cannot  be  denied  that  by  means  of 
our  cotton  crop  we  have  contributed  to  the  necessities  and  wnrits  of 
millions  of  the  people  of  other  lands;  we  have  created  employ inrnt  for 
I  their  manufacturing  laborers;  we  have  done  much  to  ameliorate  tin?  con- 
dition and  alleviate  the  sufferings  of  all  the  oppressed  nnd  impjvcrJMhed 
working  classes  of  the  old  countries,  and  added  to  the  sum  of  human 
comfort  and  happiness  more  than  any  other  people  within  th(!  limt  lialf 
century.  And  it  has  not  been  a  theoretic  principle,  a  tranmirridnntal 
abstraction, or  a  Utopian  scheme  of  "liberty,  equality,  and  fnitprnity"— 
a  cheat,  like  "Dead-sea  fruits,  that  turn  to  ashes  on  the  lips"— that 
we  have  bestowed  upon  them;  but  actual,  practical,  real,  tangible,  sub- 
stantial comforts,  apparent  to  the  corporeal  senses.  And,  still  more, 
by  it  we  have  been  given  effective  means  of  check  and  restraint,  Jind,  if 
need  be,  of  coercion  too,  as  to  the  governments  of  those  nationn  who 
I  have  become,  and  must  continue  to  be,  dependent  upon  the  southern 
Utatesof  this  confederacy  for  the  supply  of  cotton  wherewith  to  pntvide 
lemployment  for  millions  of  their  working  men,  women,  and  cnildrcnt 
land  wherewith  to  obtain  raiment  for  all  classes — idle  and  laboring,  rich 
land  pooi.  The  necessity  for  such  supply,  and  the  dependenett  upon 
Itiie United  States  for  it,  is  valuable  surety  for  "the  peace  and  gorul  be- 
Lviour"  of  those  governments  towards  this  country,  and  towarc's  all 
lothers,  in  "the  peace  of  God;"  and  it  is  also  some  guaranty  iigainst 
outrage  or  oppression  in  their  own  household. 
The  true  policy  of  this  confederacy,  dictated  alike  by  interest  and  by 
lut}',  is  to  cultivate  friendly  relations  with  every  other  puoph*.  All 
at  we  enjoy  we  hold  from  the  bounty  of  the  great  Ruler  ot  niitionsi 
id  to  fulfil  his  allwise  purposes.  Those  who  suppose  our  higli  mis- 
ion  is  inconsistent  with  the  sacred  precept,  "on  eartn  peace,  good  will 
wards  men,"  are  in  error.  Insults  may  be  repelled,  wrongs  redrcSftod, 
id  justice  executed,  without  violating  this  rule.  Until  th(}  people  of 
se  confederated  sovereignties  cease  to  deserve  the  blessings  oi*  civil 
id  religious  freedom,  the  federal  government  cannot  bo  trunsforined 
ito  a  consolidated  military  republic,  which  may,  when  incit(!d  by  lust 
if  conquest,  wield  its  mighty  power  to  rr.vage,  clespoil,  conqucfr,  or  sub- 
gate  other  nations.  An  illustrious  chief  magistrate  years  sincct  })ro- 
imed  that  "  a  fixed  determination  to  give  no  just  cause  of  olliaice  to 
lernations"  was  a  cardinal  rule  in  the  administration  of  the  fcdciral 
ivernment;  and  he  also  said  that  "with  this  determination  to  give  no 
Fence  is  associated  a  resolution,  equally  decided,  to  submit  to  none.'' 
iberality,  displays  of  hostility,  and  officious  intermeddling  in  our  itfliiirs, 
IV engender  ill  feelings,  and  provoke  to  recrimination  and  retaliation, 
id  cause  collisions ;  but  in  their  career  to  the  consummation  of  tho 
kh  destiny  awaiting  the  American  people,  if  they  do  not  forU'il  it  by 
isconduct,  they  should  rigidly  adhere  to  the  rule  just  quoted,  and  to  the 
rinjunction  by  the  same  high  authority — to  "ask  Foa  nothino  that 

NOT  CLEARLY  EIGHT,  AND  SUBMIT  TO  NOTHINO  THAT  IS  WUONU." 


888 


a 

H 

z 

3 

ks 
g 

8 

O 


2 


1^.  Doc.  119. 


I 

I 


a  (t4 
8? 


Is 


» 


If 


II 


11 

P3 


|1 


SI 


liiii 


ao 


to  kO  F>  >a  o 
kS  uS 


n 


«•  ^  »^  Q  i^eo 


s 


u» 


ss* «  sT  ss" '»' «2  of  V  h." 
S  S  '2 

o- 


s 

sT 


g 


g 


of 


i 


ill 


t 


i 

I 


I 


111; 


""^t  ^^1%' '^ir',' 


&  Doc.  112. 


839 


SiatenuiU  ^  the  value  of  cotton  good*  <^JbreigH  manufacture  exported  during 
'  the  year  ending  June  30, 186;^'. 


E^portMto— 


UuiAWeatlnAei 

Haw  Towns 

Eiigla*^ 

|Se<'tlu' - 

Bridih  HonduTM 

BiittBhWett  ladies 

Britiih  Americao  colonies. 

CHudt 

Pnooe 

Cita 

Porta  Bico ,... 

M ■ 

IMeilco 

ICestrtlAmericft 

iKevGrtnada 

IVeoenela- 


\m.- 

I  Peru. . 


I  iMi  ind  Pacifio  ocean . 


Total. 


rOBIWH  OOTTOR  OOOOS  BXIK>RTBD. 


Printed^ 
«olor«d. 


<2,748 

4,810 

26,344 

12,365 

95 

12,513 

23,204 

120,383 

750 

3,176 

370 

29,983 

196,535 

1,671 

1,003 

422 

4,783 

6,856 


4,963 


452,374 


White  & 
uncolored. 


1,302 


401,215 


Mother. 


Total  value. 


|550 
225 

$22,570 

2,430 
326 

736 

22,418 

108,711 

3,052 

5.686 

37,889 

812 

15,396 

1.310 

65,095 

786 

3,938 

223,196 
1,282 
1,453 

460 

9,950 
1,699 

172 

7,146 

882 


138, 195 


$3,298 

4,4SS 

51,344 

12,681 

96 

16, 3M 

51,309 

266,983 

750 

19,384 

370 

31,293 

484,800 

3,670 

6,399 


5,243 
16,978 
1,690 
7,146 
88S 
6,266 


991,784 


a-  ^' 


840 


a  Doc.  112. 


tft.'ji 


a 


t 


§ 


O 


a 

H 

u 

: 


n 


I 


I 


"J 


1 

I 


8 

1i 


I 


9 


SI 


to 


of 


CO 


n  n  to  3a  m 


I 


So 


00  rH 


S^! 


e«ao^ 


'S" 


00  i^  «  W  00 


»o 


s 


II 


141  '^ 


i-«S 


ss 


;§ii 


iiiil 


:52 


ffit  '2!  a" 


8.  Doc.  112. 


841 


,i :  m% 

3,741 

55.501 

23,947 

319 

128 

20,188 

330 

.11 1  mi 


:!S  = 


^liiisis^ 


50« 


FNrt« 


sg^ii!giii 


^ceooa 


SS*'^ 


« 


S 


12$ 


i^e»  r^n     fs ©  "^     ot 


M 


kO 


00 


cS 


s 

a 


,:J 


>-  "^'f 


842  a  Doe.  118, 

SpectfioMtion  of  exports  ofjitnign  cotton  manvfaetum. 


t 

^>^i 


1881 
1822 
1683 
1884 

1885 
1886 
1887 
1888 
1889 
1830 
1831 


\    h 


1833 
1834 

1835 

1836 

1837 

1838 

1839 

1840 

1841 

1842 

1843* 

1844 

1846 

1846 

1847 

1848 

1849 

1850 

1851 

1852 


1 

I 


1379,701 

572,626 

1,206,502 

1,644,231 

1,106,252 

1,032,381 

964,904 

1,402,103 

751,871 

995.028 

1,746,442 

1,094,412 

1,352.286 

1,818,678 

2,308,636 

1,975,156 

2,103,627 

826,111 

946,636 

838,663 

674,503 

502.072 

251,808 

278,434 

281,776 

290,282 

372,877 

640,919 

424,941 

274,659 

440,441 

462,374 


$320,302 
311,371 
580,506 
608.068 
70^,339 
688,407 
495,188 
406,623 
302,435 
475, 171 
973,774 
788,356 
710, 193 
788,031 
1,193,391 
666,871 
358,691 
246,318 
233,927 
183,468 
127,228 
110,069 
33,998 
90,381 
168,599 
357,047 
83,715 
487,466 
81,690 
44,724 
138,020 
401,815 


I 


$46,311 

74.462 

46,788 

44,988 

42,222 

67,104 

57,016 

62,775 

46,937 

43,649 

33,994 

16,689 

41.960 

14,746 

12,916 

13,638 

16,943 

4.429 

4,881 

4,325 

2,465 

1,780 


20,272 
10,425 
22,943 
25,923 


$6,538 

8,817 

84,767 

8,474 

9.412 

34,862 

63,413 

46,736 

27,656 

58,325 

70,264 

29,026 

134,229 

66,403 

8f7,089 

78, 176 

86,756 

29,768 

34,088 

53,030 

196.996 

808,193 

15,028 

24.958 

19,922 

8,482 

40,783 

7,718 

21,023 

29,646 


$874,608 

741,882 

865,518 

821,204 

443,271 

336,296 

230,448 

324,274 

397,033 

348,526 

237,330 

185,946 

112,718 

105,477 

55.201 

16.466 

24,874 

26.380 

16.246 

5,030 

4,404 


{ 
j 


i 


$94,870 

66,683 

38.073 

18.016 

43,723 

65,310 

144.043 

167,573 

149, 155 

48,716 

19,526 

I2,3S)8 

74, 310 

11.189 

12,468 

9,176 

7,982 

12,129 

2,901 

6,560 

44,802 

16.612 

26.736 

26,743 

46,308 

63,858 

59.010 

138,196 


• 
1 


*  Kine  montlis. 


r 


-  <■-  .( 


totum  manu/aeturet. 


I 


i 


5 


$94,870 

65,683 

38,073 

18,015 

43,7S3 

55,310 

144,043 

167,573 

149, 155 

48,716 

19,526 

13,3S)8 

74,310 

11,189 

19,468 

9,176 

7,982 

12,129 

2,901 

6,550 

44,802 

15.612 

25,735 

26,742 

46,308 

63,858 

59,010 

138,195 


I 

• 
1 


•1.581,14, 
l>664,(i9| 
8.617,298 
2,481,977 
2.4(M,<55 
2.336,090 
1.838,811 
2,242,7» 
1.664,9« 
l,9e9,48« 
3,228,858 
2,322,087 

2,504,518 

2,866, 85i 

3, 697,83? 

2,765,65« 

2,683,418 

1.153,506  , 

1.255,265 

1.103,489 

929,056  1 

836,892 

308, 616 

404,6« 

502,553 

673,203 

486,  IS 

1,216,152 

571,082 

427,107 

677,940 

991,781 


a  Doe.  lis.  848 

Jfomettic  manufactures  <f  cotton  exported  from  the  United  Statin. 


I(«n- 


1«7 

1828 

1829 

1630 

1831 

1832 

1833 

1834 

1835 

1836 

1837 

1838 

1839 

1840 

1341 

1842 

1843* 

1844 

1845 

1846 

1847 

1848 

1849 

1850 

1851 


Printed  aad 
eolorad. 


$68,884 

45,120 

76,018 

145,024 

61,800 

96,931 

104,870 

421,721 

188,619 

397,413 


1. 


549,801 
253,044 
412,661 
398,977 
450,503 
385,040 
358,415 
385,403 
516,343 
380,549 
381.320 
351,169 
466.574 
606,631 
006.561 
926,404 


White. 


$821,629 
951,001 
867,028 
981.370 
964,196 
947,938 
1.052,891 
1.802,116 
1,766,136 
8.365,203 
1,960.796 
8.043.115 
3.250.130 
8.525.301 
8,925.857 
8,324.839 
8,297,964 
8,575,049 
2.398.800 
8,343,104 
1,978,331 
3,345,902 
4.866,559 
3,965.117 
3,774,407 
5.571,576 
6, 189, 391 


Twiit,  yarn. 
See. 


$11, 136 
11, 175 
13,570 
3,849 
84,744 
17.281 
12.618 

104.335 
88,376 
97,808 
32.765 
61,702 

168.021 
17.466 
31.445 
43.503 
37.325 
57, 312 
44,431 
14.379 
81,813 

108.132 

170,633 
92,555 
17,405 
37,260 
34.718 


NaokeciM.    Not  ipflcifled. 


$8,903 

14.750 

6,149 

1.878 

1.093 

8,397 

341 

8.054 

1,061 

400 

637 

1,816 

6,017 

1.492 

1.200 


1.174.038 

848,969 

8,794 

8,365 

3,303 


$237,574 
137.368 

28,873 
127.336 
866,350 

61.838 

58,864 
802,291 

51,802 
7.869 

14.918 
175,040 

82,543 

18.114 
192,786 
303,701 
260,301 
832.774 
170. 156 
260,164 
855,799 
338,375 
327,479 
415,680 
335,961 
625,808 
571,636 


Totd. 


$1,138,135 
1,159,414 
1,010,838 
1,850,467 
1.318.183 
1,126.313 
1.229,574 
8,632,617 
2.066,994 
2,858,661 
2,256,734 
2,831.473 
3,768,756 
3,975,033 
3,549,60T 
3,132,546 
3,970,690 
3,833,650 
3,898,870 
4,327,028 
3,545.481 
4.082,683 
6,718,205 
4,933.129 
4.734,484 
7,341,805 
7,673,151 


.      ':   •  ** Nine montha.  ■ 

NoTi.— Prerioiu  to  1826  the  published  TreiMraiy  Btatementi  do  not  specify  these  exports  aa 


'    V 


k  } 


J.  I  ^ 


1 

iff 

1 

i     ^J 

4 

d44 


Si.  Doc    112. 

Value$  oj  certain  dome$tic  products  exported,  and  total  valu 


Tean. 

Cotton. 

Tobacco. 

Bice. 

Flour. 

Pork.  hogi. 

XT 

■1 

1 

'"  h 

■  b 

lard.du). 

1881 

t80,157,484 

$5,648,968 

$1,494,307 

$4,898,043 

$1,354,116 

1096,323 ' 

1823 

84,035.058 

6,888,838 

1,563.483 

5,103,380 

1,357,899 

844,534  < 

18S3 

80,445.580 

6.283.673 

1,880.985 

4.963,373 

1.391.383 

739,461  ' 

1884 

81.947.401 

4.855.566 

1,888.963 

5.759.176 

1.489.051 

"^1 "UI    1 

707, 899 

1885 

36.846.649 

6.115,623 

1,935.845 

4.813,137 

1. 832,679 

1  ^vv 

930,465 

1886 

85.085,214 

5.347,208 

1,917,445 

4,131,466 

1,893,489 

733,430 

182r 

29,359.545 

6,816.146 

3,343.908 

4,434,881 

1,555,698 

778,636 

1888 

88.487,889 

5,480,707 

3,680,696 

4,883,669 

1,495,830 

719,961 

1889 

86.575.311 

5, 185, 370 

3,514,370 

5,000,083 

1,493,689 

674,965 

1830 

29,674.883 

5,833.118 

1,986,834 

6, 133, 189 

1.315,845 

717,683 

1831 

85.289.493 

4.893.388 

3,016,367 

10.461.738 

1.501.644 

889,962 

1838 

31.724,688 

5.999.769 

2.153.361 

4.974,131 

1,988,196 

774,  OW 

1833 

36, 191. 105 

5,755,968 

3,774.418 

5,648.603 

3.151.588 

965,076 

1834 

49.448.408 

6,595.305 

3,133.893 

4.560,379 

1.796.001 

755,819 

1835 

64.961.303 

8,850.577 

3.310,331 

4,394,777 

1,776,732 

638,761 

1836 

71.884.985 

10.058.640 

3,548,750 

3.573.599 

1,383.344 

689,166 

1837 

63.240.103 

6,795,647 

8,309,379 

3,987,869 

1.399.796 

585,146 

1838 

61.556.811 

7.398,089 

1,731.819 

3,603,899 

1.313,316 

598,231 

1839 

61.238.982 

9,838,943 

3,460,198 

6,985,170 

1,777,830 

371,646 

1840 

63.870.307 

9,883.957 

1,943.076 

10,143,615 

1,894,894 

\      623,373 

1841 

54.330.311 

18,576.703 

8,010,107 

7.759,646 

3,631,537 

904,918 

1848 

47.593.464 

9.640.755 

1,907.387 

7.375.356 

3,629,403 

1.312,638 

1843* 

49.119.806 

4,650,979 

1.685,786 

3.763.075 

8,180,080 

1,098,949 

1844 

54.063.501 

8,397.355 

8,188.468 

6.759,488 

3,336,479 

1,850,551 

1845 

51,739,643 

7.469,819 

3.160.456 

5,398,593 

3,991,384 

1,926,809 

1846 

42.767.341 

8.478.370 

3,564.991 

11,668.669 

.3.883.884 

2,474,806 

1847 

53,415.848 

7.342,086 

3,605,896 

86,133,811 

6.630.848 

8,434,062 

1848 

61,998,294 

7,551,132 

8,331,884 

13, 194, 109 

9.003.378 

1,905,341 

1849 

66,396,967 

5,804,807 

8,569.363 

11.380.588 

9,345.885 

3,058,958 

1850 

71,984,616 

9,951,083 

8,631,557 

7.098.570 

7,550,387 

1,605,608 

1851 

112,315,317 

9.819,351 

3.170,927 

10,534,331 

4.368,015 

1,689,958 

1858 

87.965,738 

10.031,383 

3.471.079     11.869  143 

3.765.470 

1,500,479 

'  Nine  moBtba. 


4 


V       i 


Wl 


I. 


8.  Doc.  tl2« 


845 


^uct^  exported,  and  total  vuuM  ^'^^  ^'^*'  "^''''^'  including  huUwn  and  $pecie. 


lour. 


298,043 

103,980 

)62,373 

r69,176 

il3,  itr 

131,466 

k34,'881 

»3,669 

H)0,023 

133,129 

161,738 

174, 131 

i43,603 

160,379 

194,777 

73,699 

67,369 

^3,399 

35,170 

43,615 

59,646 

75,356 

63,075 

59,488 

98,593 


33,811 
M,109 
30,583 
)8,570 
!4,331 
39  143 


Fdrk,  hogs, 
lard,&o. 


1 


1 


364,116 

357,899 

391,333 

489,051 

833,679 

898,439 

566,698 

495,830 

493,639 

315,345 

501,644 

938,196 

161,688 

796,001 

776,732 

383.344 

399,796 

313,346 

777,330 

894,894 

631,537 

639,403 

130,030 

336,479 

991,284 

883,884 

630,843 

003,373 

345,885 

550.387 

368,015 

765,470 


Beef,«rttl«,{| 
Mdei.4j.  " 


1896,  ass 
844,534 
739,481 
W,S99 
930,465 
733,430 
778,636 
719,961 
674,965 
717,683 
829,998 
774,087 
956,076 
755,819 
638,761 
699,166 
585,146 
688,231 
371,646 
683,373 
904,918 
1,812,638 
1,092,949 
1,850,551 

1,926,809 
2,474,208 
2,434,082 
1,905,311 
2,058,958 
1,605,608 
1,689,958 
1,500,479 


1190,887 

821,041 

198,778 

804,305 

847,787 

807,766 

184,049 

176,354 

176,205 

142,370 

864,796 

290,880 

858,452 

190,099 

164,609 

114,033 

96,176 

148,191 

127,550 

810,749 

604,815 

388,186 

608,968 

758,889 

878,865 

1,063,087 

1,741,770 

1,361,668 

1,654,167 

1,215,463 

1,124,652 

779,391 


Skim  and 
tan. 


1766,305 
601,303 
673,917 
661,465 
534,693 
683,473 
441,600 
636,936 
696,507 
641,760 
750,938 
691,909 
841,933 
797,844 
759,953 
653  663 
651,908 
636,945 
733,087 

1,337,789 
993,369 
698,487 
453,869 
743, 196 

1,348,355 

1,063,009 
747, 145 
607,780 
656,338 
853,466 
977,763 
798,504 


FUb. 


1973,691 
916,838 

1,004,800 

1,136,704 

1,078,773 
934,939 
987,447 

1,066,663 
968,068 
766,677 
929,834 

1,056,721 
990,200 
863,674 

1,008,634 
067,890 
769,840 
819,003 
850,538 
720,164 
751,783 
730,106 
497,217 
897,015 

1,012,007 
930,054 
796,850 
718,797 
518, 177 
456,804 
481,661 
463,010 


Lumber. 


11,512,808 
1,307,670 
1,335,600 
1,734,686 
1,717,671 
8,011,694 
1,697,170 
1,821,906 
1,680,403 
1,836,014 
1,964,195 
3,096,707 
3,569,493 
8,435,314 
3,333,057 
3,860,691 
3,155,990 
3, 166, 196 
3,604,309 
8,996,846 
3,576,805 
3,330,003 
1,687,809 
3,011,968 
3,099,465 
3,685,876 
3,807,841 
6,069,877 
3,718,033 
4,751,538 
6,066,778 
6,846,797 


MuufMtUTM. 


13,769,631 
3,181,030 
3,139,698 
4,841,383 
6,789,797 
6,496,130 
6,636,651 
6,648,364 
6,413,330 
6,330,980 
5,086,890 
6,060,633 
6,567,080 
6,847,893 
7,694,073 
6,107,638 
7,136,997 
8,397,078 
8.335,083 
9,873,463 
9,953,030 
8,410,604 
6,779,587 
9,579,734 
10,339,701 
10,535,064 
10,351,364 
13,786,733 
11,349,877 
16,196,451 
18,136,967 
18,048,930 


Total  domertlo 
exporu. 


$43,671,894 
49,874,070 
47,155,408 
53,649,600 
66,944,748 
63,066,710 
68,931,601 
50,669,668 
55,700,193 


61,977,057 

63,137,470 

70,317,608 

81,024,163 

101,189,083 

106,916,680 

95,564,414 

96,033,831 

103,533,891 

113,895,634 

106,383,733 

93,969,996 

77,703,783 

99,715,967 

99,399,776 

103,141,893 

150,637,464 

132,904,121 

132,666,553 

136,946,913 

190,689,718 

192,368,984 


:!  I: 


(Mil 


YMrt. 


S.  Doc.  112. 

Foreign  cotton  mani^actwa  mpm>n 


1831. 
1883. 
1833. 
1834. 
1836. 
1836. 

f83r. 

1838. 

1839. 
1830. 
1831. 
1833. 
1833. 
1834. 
1835. 
1836. 
1837. 
1838. 
1839. 
1840. 
1841. 
1843. 
1843" 
1844. 
1845. 
1846. 
1847. 
1848. 
1849. 
1850. 
1851. 
1353. 


Djed  and  colored. 


5,866,763 

4,899,499 

6,776,310 

7,709,830 

5,056,735 

6,316,546 

6,133,844 

4,404,078 

4,366,675 

10,046,500 

6,355,475 

6,181,647 

6,668,88:} 

10,610,783 

13,193,080 

7,087,270 

4,217,551 

9,316,000 

8,  S38,  GdA 

7,434,727 

6,168,544 

1,739,318 

8,894,219 

8,572,546 

8,755,393 

10,033,418 

13,490,501 

10,286,894 

13,640,291 

14,449,421 

11,553,306 


White. 


$3,611,405 
8,951,687 
8,636,813 
3,364,540 
3,336,208 
8,260,084 
8,584,994 
8,461,316 
8,848,805 
8,487,804 
4,385,175 
2,868,678 
1,181,513 
1,766,488 
8,738,493 
8,766,787 
1,611,398 

980, 143 
8,154,931 

917, 101 
1,573,505 
1,286,894 

393,105 
1,670,769 
1,823,461 
1,597,120 
2,630,979 
8,487,SS6 
1,438,635 
1,773,303 
1,499,044 
2,477,486 


Roiieiy,  miti,  &o. 


$198,783 

433,309 

314,606 

387,514 

545,916 

404,870 

439,773 

640,360 

586,997 

387,454 

887,957 

1,035,513 

633,369 

749,356 

906,369 

1,358,608 

1,867,267 

767,856 

1,879,783 

792,078 

960,639 

1,027,621 

307,243 

1,121,460 

1,326,631 

1,308,208 

1,173,884 

1,383,871 

1,316,783 

1,558,173 

2,117,899 

8, 162, 340 


Twirt,  jtm,  ltd 
thread. 


1151,  I3f) 

181,843 
103,)!59 
140,061) 
801,5<9 
175,143 
86.1,772 
344,040 
173,120 

m,7Ho 

39.3,414 
316,  la 
343,059 
379,793 
644,473 
555,290 
404,603 
282,114 
779,004 
337,  CX 
863,130 
457,917 
26,227 
637,006 
566,769 
656,571 
511,136 
727,42! 
770,509 
799,156 
980,839 
887,840 


*  Nine  monthi.    Provious  to  1821  these  returns  lure  not  fally  specified  in  detail. 


;  1 


Ki 


'■J 


,1 
^1 


t  ' 


2. 

pi  cotton  tnanufactura  importiA 


Hotieiy,  miti,  &o. 


$198,783 

433,309 

314,606 

387,514 

545,915 

404,870 

489,778 

640,360 

586,997 

387,454 

887,957 

1,035,513 

623,369 

749,356 

906,369 

1,358,608 

1,267,267 

767,856 

1,879,783 

792,078 

980,639 

1,027,621 

307,243 

1,121,460 

1,326,631 

1,308,203 

1,173,824 

1,383,871 

1,315,783 

1,568,173 

2,117,899 

2, 162, 340 


Twlrt,  yam,  iu 
thread. 


181,843 
103,189 

i4o,()ei» 

201,549 
175,143 
863, 77i  II 
344,040 
173,120 
172,785 
393,414 
316,  m 
343,059 
379,793 
644,473 
555,290  I 
404,603 
9!».114 
779,004 
3Gr,C3; 
863,130! 
457,917  ! 
26,227  I 
637,006  • 
566,769  ': 
656,571  '< 
511,136  ' 
727,42!  ■ 
770,509 
799,156 
980,839 
887,849 


I  are  not  fally  apecified  in  detail, 


&  Dot.  ui 

L 

847 

g^i4he  toiai  exported,  eoiuumedt  ift. 

.... 

--. 

(^  nuiliMM. 

All  otheti,  tel- 
vett,  Ae. 

Total  im|N>rted. 

Total  eiportfld. 

CoBinmcd  in  the 
VuittMl  Statci. 

1361,978 

r.lM9,71I 

11,681,143 

$6,008,668 

883,366 
600,700 

10,246,907 
8,564,877 

1,664,696 
2,617,293 

8,582,911 
6,937,684 

188,633 

148,791 

8,fW6,7W 

2,481,977 

6,413,780 

350,243 

375,771 

19,609,616 

2,404,466 

10,106,061 

a04,980 

146,999 

8,348,034 

2,296,090 

6,191,944 

856,221 

454,847 

9,316,163 

1,838,814 

7,477,339 

388,831 

1,088,479 

10,996,370 

2,249,730 

8,763,631 

648,179 

412,838 

8,363,017 

1,564,940 

6,797,077 

838,238 

929,376 

7,863,3M 

1,989,464 

5,879,803 

114,076 

863,109 

16,090,994 

3,228,868 

12,861,360 

180,689 

313,349 

10,399,668 

2,382,097 

8,  on,  566 

37,001 

993,861 

7,660,449 

2,504,618 

6,155,931 

47,337 

633,390 

10, 145, 181 

2,866,854 

7,878,327 

9,081 

658,507 

16,367,686 

3,697,937 

11,669,748 

88,348 

974,074 

17,876,087 

2,765,676 

15,110,411 

36,990 

744, 313 

11,160,841 

2,683,418 

8,467,423 

27,049 

384,618 

6,599,830 

1,163,606 

5,445,824 

3,773 

874,691 

14,908,181 

1,266,266 

13,663,916 

1,1C3 

513,414 

6,504,484 

1,103,480 

5,400,995 

217 

904,818 

11,757,086 

929,066 

10,827,960 

63 

638,486 

9,578,616 

836,892 

8,741,683 

492,903 

9,958,796 

308,616 

3,660,180 

1,318,084 

13,641,478 

404,648 

13,236,880 

1,674,886 

1,313,340 

863,518 

18,863,989 
13,350,086 
16,193,976 

608,663 
673,303 
486,136 

13,360,729 

12,677,423 

14,706,740 

1,332,539 
1,943,020 

18,431,589 
16,754,841 

1,316,173 
571,083 

17,206,417 

15,183,759 

2,337,797 
3,117,239 
2,053.981 

90,108,719 
99,164,443 
19,689,496 

487,107 

677,940 

'        991,784 

19,681,612 

21,486,502 

18,697,713 

• '  ■ 

648  a  Doc  \\2. 

Bullion  and  apecie  imported  itUo  and  «cported/rom  the  Vnittd  Stata, 


Yean  ending-^ 


September  30 1891 

18t» 
IHit» 
lttt4 
1H2& 
l»M 
1827 
ItttS 
18s)9 
1830 
1631 
1833 
1833 
1834 
1836 
1836 
1837 
1638 
1839 
1840 
1641 
1842 
8  nontht  to  June  30,  1643 

Yeur  CO  June  30 1844 

1845 
1646 
1847 
1648 
1649 
1850 
1651 
1853 


Totals 


Imported. 


#8,064.890 

3,309,846 

5,  (HJ7, 896 

8,:r70,835 

6,150,765 

6, 680, 966 

8, 15l,i:(0 

7,460,741 

7,403,61'i 

8,156,964 

7,305,946 

5,907,504 

7,070,368 

17,911, 63» 

13,131,447 

13,400,861 

10,516,414 

17,747,116 

5,595,176 

6,662,813 

4,966,633 

4,087,016 

82,320,336 

5,830,429 

4,070,242 

3,777,732 

24,121,289 

6,360,224 

6,651,240 

4,628,792 

5,453,961 

5,503,644 


274,407,398 


Exported. 


110,476,059 
10, 610, 160 
6,:i72,987 
7,014,562 
8»  797, 056 
4,704,533 
8,014,680 
8,243,476 
4,924,020 
2,178,773 
9,014,931 
6,656,340 
8,611,701 
2,076,768 
6,477,775 
4,:)24,336 
6,976,249 
3,508,046 
8,776,743 
6,417,014 
10,034,332 
4,813,539 
1,520,791 
6,454,214 
8,606,495 
3,905,268 
1,907,739 
15,641,620 
5,404,646 
7,523,994 
89,465,752 
42,674,135 


Import'n  over 
exportetiuD. 


11,365,283 


8,176,433 
136,250 


2,479,592 
6,977,191 


261,164 
4,456,667 

16,634,874 
6,653,672 
9,076,546 
4,540,165 

14,239,070 


465,790 


20,799,544 
376,215 


22,213,550 
"i,"246,"598 


Export's  OT« 
»npon«ti(« 


265,529,935 


112,290,606 


Hie  total  difference  since  1621  is  $8,677,463  ezceai  of  importation  over  exportttioi* 
frior  to  1651,  the  tame  difference  waa  #70,059,625, 


ted/rom  the  Vnitid  StaUi, 

1. 

Inport'n  over 
•xporutiuik 

luportuluii 

OfiO 

I2,4l3,|f» 

'.44»UH 
1.«5,U91 

*»."646,-ii) 
"753,'735 

i,"7(»,"9« 

3,*i8i,"567 

726,510 

*,'^M 

127,5a) 

9,mM 

24,011,771 
37,170,591 

IHO 

UH7 

r«5ti 

055 

#1,366,283 

633 

880 
476 

2,176,433 
136,260 

020 
773 
031 

2,479,592 
6,977,191 

340 
701 
758 
775 
336 
249 
046 
743 

261,164 
4,458,667 

15,834,874 
6,653,672 
9,076,546 
4,540,166 

14,239,070 

014 
332 

465,799 

639 

791 
214 

495 

376,216 

268 
739 
620 
648 

752 
135 

1,246,592 

935 

112,290,606 

103,413,143 

8.  Doc.  112. 


840 


)■•  of  impoitfttion  over  exportttiwj 


ITATEMKNTSOF  THE  COMMRKCB  Or  THB  ATLANTIC  STATEfl  AND  CITIES. 

It  has  been  thought  pniper  to  phice  on  recoid,  under  this  head,  n  few 
pDoriil  stuleuienls  illustrutive  ot  the  eomnierre  tiiirl  navigation  of  our 
principal  Atluniic  porta  with  foreign  countrirs,  m  a  CDii.mifnt  li)rni  lor 
'oiiiparison  with  the  aggr'^ffite  of  tlie  United  Si  in  the  iiurrnnl  com- 
iiwroe  jmd  navigation  of  this  eoniederuey,  ii nd  with  lUiit  of  any  or  all 
i;,reigu  eountries  in  the  world.  To  this  end,  mr  statt'uu  iif-*  rnhiting 
ID  tlio  aggregate  commerce  and  tonnage  of  the  C/iiled  Htutes  are  alw> 
appended.  These  statements  are  of  an  entirely  reliable  character,  most 
ot  tliem  having  lieen  derived  from  othcial  sources. 

It  WHS  under  contemplation  to  prepare  specific  notices  of  each  of  the 
more  nrominent  of  the  commercial  cities  of  the  sealioard  for  this  por- 
tion 1)1  the  report ;  but,  upon  application  being  made  ut  the  several 
nnints  for  the  requisite  statistics,  and  the  discovery  of  the  entire  absence 
uf  such  accounts  as  might  form  a  proper  basis  on  which  to  calculate 
[he  value  of  the  coasting  and  inland  or  domestic  trade  centring  at  the 
several  ports,  it  has  been  judged  best  not  to  make  the  attempt. 

The  trade  of  New  York,  Boston,  and  New  Orleans  receives  a  larger 

quota  from  the  interior  than  any  other  cities  of  the  seaboard.    This  is 

owing  to  the  fact  of  their  better  natural  and  artificial  communication 

with  that  region  lying  between  the  Alleghany  and  Rocky  ridges.    The 

communication  of  the  rest  of  the  Atlantic  cities  with  the  interior  coun- 

Irv  has  been  chiefly,  hitherto,  with  that  portion  lying  east  and  south 

ot'the  Alleghany  ridge,  and  by  means  of  railways  and  navigable  rivers. 

It  will  he  seen  that  by  far  the  largest  foreign  trade  is  enjoyed  by  New 

York — the  next  in  value  of  importations  being  Boston;  and  in  value 

of  exportations.  New  Orleans.    The  tiirciign  exports  of  Philadelphia 

and  Baltimore  arc  made  up  principally  of  domestic  manufactures, 

lor  the  producing  of  which  they  possess  facilities  seldom  surpassed,  and 

lot  the  agricultural  productions  of  the  States  of  which  they  are  respect- 

I  ivdv  the  commercial  capitals,  and  of  Vir^-inia,  or  ratlier  those  por- 

[tioiisoV  these  several  States  lying  east  of  the  AllcglKinics.    Their  im- 

prtations  are  chiefly  limited  to  the  more  bulky  and  ch('aj)er  of  such  fbr- 

lisn  fiibrics,  or  materials  and  productions,  as  incur  the  least  risk,  and  as 

arc  most  wanted  by  those  classes  for  whom  they  export — the  richer  and 

finer  articles,  to  which  greater  risk  is  attached,  being  generally  pur- 

1  chased  of  manufacturers'  agents,  at  the  Itirger  import  iiig  cities. 

The  southern  cities  have  a  large  foreign  and  coastwise  export  trade, 

Tforilie  reason  that  the  labor  in  that  portion  of  the  <  ouiitry  is  principally 

k'onfined  to  the  production  of  those  articles  for  which  there  is  not  a  full 

W  demand.     The  people  of  South  Carolina,  for  example,  are  chiefly 

devoted  to  the  production  of  cotton  and  rice,  and  the  exjjorts  from 

Charleston  are  principally  made  up  of  these  articles.     The  same  may 

lie  said  of  Georgia,  with  respect  to  cotton  more  particularly,  and  the 

exports  from  Savannah.     Both  of  these  ports  have  excellent  harbors, 

pt  ea<y  entrance,  and  the  trade  of  Savannah  is  riipidly  increasing. 

Just  below  the  city  some  obstructions  exist  in  the  Savarmah  river, 

caused  by  the  sinking  of  vessels  during  the  war  of  1812  and  '15  to 

[prevent  the  British  li*oin  reaching  and  destroying  the  city.     These  are 

about  being  removed,  and,  when  their  removal  is  accomplished,  vessels 

56 


m 


850 


S.  Doc.  112* 


of  heavy  draught  can  proceed  safely  to  the  wharves  at  the  city.  Xhe< 
southern  cities  import  largely  of  northern  manufactures.  A  statemei 
fairly  exhibiting  the  movement  of  merchandise  coastwise  would  show 
domestic  importation  into  the  southern  cities  having  a  much  nearf 
ratio  than  the  foreign  importations  to  their  export  trade.  While 
greater  portion  of  the  cotton  of  the  southern  States  is  exported  froi 
their  own  ports  directly  to  Europe,  the  returns,  either  in  money  or  mpi 
chandise,  are  received  principally  through  New  York — which  explain 
satisfactorily  the  excess  ol  imports  over  the  exports  of  that  city. 

The  cities  of  Baltimore,  Cnarleston,  and  Savannah  maintain  thei 
communications  with  the  interior  principally  by  railway;  and  Mobjj 
by  the  Mobile  river  and  its  tributaries.  These,  like  the  northern  citie* 
are  pushing  lines  of  railway  into  the  heart  of  the  country.  The  result 
which  are  to  follow  the  construction  of  sucn  works  remain  to  be  seen 
and  it  is  a  question  worthy  of  grave  consideration  whether  thesi 
routes  are  not  calculated  to  effect  remarkable  changes  in  the  dircctioi 
of  our  interior  commerce,  which,  up  to  the  present  time,  has  of  netej 
sity  been  confined  to  few ;  and  whether  an  apparent  monopoly  whic! 
has  been  enjoyed  by  two  or  three  cities  is  not  to  become,  when  euni 
merce  shall  be  liberated  from  the  channels  of  necessity,  the  commoi 
property  of  all.  In  any  event,  there  can  be  no  question  as  to  the  urKx 
effect  which  the  works  referred  to  will  have  upon  the  business  of  thf 
ports  where  they  terminate.  By  opening  a  market  to  extensive  tract; 
of  country  previously  inaccessible,  the  producing  area  must  be  lar^el^ 
increased ;  and  the  productions  will  naturally  follow  these  railways  tc 
a  market  or  place  of  shipment. 

NoTK. — ^The  city  of  Savannak  has  also  the  fine  river  of  the  same  name,  which  divijt 
Georgia  from  South  Carolina,  navigable  by  steamboats  nearly  200  miles  westwardly;  u 
Charleston  has  tributary  to  it  the  rivers  Ashley  and  Cooper,  which  are  both  capaciuiin.n 
unite  just  below  the  city,  forming  Charleston  harbor.  The  latter  of  these  rivers  is  coumcc 
by  canal  with  the  Santee  river,  by  which  means  steam  navigation  is  opened  from  Charles 
to  Columbia. 


i  wharves  at  the  city.  The>y.  | 
manufactures.     A  statement 
idise  coastwise  would  show  a 
jities  having  a  much  nearer 
leir  export  trade.    While  a 
evn  States  is  exported  from 
;urns,  either  in  money  or  mor- 
I  New  York — which  explains  I 
he  exports  of  that  city, 
md  Savannah  maintain  theii 
lally  by  railway;  and  Mobile 
rhese,  like  the  northern  cities, 
t  of  the  country.     The  results 
ucn  works  remain  to  be  seen: 
consideration  whether  these! 
table  changes  in  the  direction 
he  present  time,  has  of  neees- 
an  apparent  monopoly  whicli 
is  not  to  become,  when  cun> 
nels  of  necessity,  the  common  I 
1  be  no  question  as  to  the  good! 
have  upon  the  business  of  the  I 
ig  a  market  to  extensive  tracts  i 
iroducing  area  must  be  largelyl 
urally  follow  these  railways  tol 


river  of  the  aame  name,  which  dmilHl 

»oat8  nearly  200  miles  westwardly;  m 

Cooper,  which  are  both  capaciuiis.n.l 

The  latter  of  these  rivers  is  coiiU(c:(d| 

m  navigation  is  opened  from  Charlestoil 


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S.  Doc.   112^ 


853 


IfeiriW^*'  exhibiting  the  value  of  exports  from  and  imporU  into  the  ptrt  <^~ 
Ckarletton,  annually^from  1834  to  1851,  inclusive— -^rect  trade. 


Vear«  ending — 

Value  of  exports. 

Doinefluc  pre* 
dace,  &«. 

Foreign  mer- 
chandiie. 

Total. 

Value  of  im- 
port!. 

«  .  on  iflll  ............. 

$11,119,665 

11,224,298 

13,482,757 

11,135,623 

11,007,441 

10,301,127 

9,956,163 

7,970,899 

7,477,340 

7,733,780 

7,393,134 

8,856,471 

6,804,313 

10,388,915 

8,027,485 

9,672,606 

11.419,290 

15,301,648 

$88,213 

113,718 

201,619 

6i,169 

24,679 

66,604 

55,753 

31,892 

17,324 

6,657 

3,697 

5,878 

18,942 

3,371 

$11,207,778 

11,338,016 

13,684,376 

11,216,792 

11,032,120 

10,367,731 

10,011,916 

8,002,791 

7,494,664 

7,740,437 

7,396,831 

8,862,349 

6,823,255 

10,392,286 

8,027,485 

9,673,907 

11,420,198 

15,301,648 

$1,787,287 
1,891,806 
2,801,211 
2, 510, 860 

«'-•'•  *'S :::...."..-. 

IfWfl 

ipw 

ia<ta 

2,318,791 
3, 084, 328 

1039 

1fl40 

2,058,561 
1.553.713 

1041 

1049 

1,357,617 
1,294,389 
1,131,127 

IfliS       ........... 

Iflii     

1845 

1,142,818 

ICHA      

902,427 

1847 

1, 588, 750 

1848     

1,481,236 

1849    

1,301 

908 

1,475,695 

1850     

1,933,786 

iflrtl           

2.081,312 

It  is  a  matter  of  great  regret  that  the  application  for  full  statements 
|of  the  trade  and  commerce  of  the  flourishing  city  of  Savannah  was 
Lot  received  in  time  for  this  report 


!l(^ 


854 


a  Doc.  112. 


Statement  of  the  receiptB  into  the  treatmry  an  ttcemmt  oj  duties  colkcud  o 
the  ports  of  Boston,  New  York,  Philadelphia,  and  Baltimore,  from  I83, 
to  the  30th  of  June,  1852,  inclusive. 


Years. 


1835 
1836 
1837 
1838 
1839 
1840 
1841 
184S 
1843 
1844 
1845 
1846 
1847 
1848 
1849 
1850 
1851 
1852 


Boston. 


♦2.612, 
2,236, 
1,328, 
3,239, 
2,162, 
1,820, 
2,307, 
2,789> 
1,311, 
4,411, 
4,676, 
4,844, 
4,098, 
5,033, 
4,380, 
6,177, 
6,520, 
6,250, 


486  10 
041  22 
863  67 
554  67 
055  37 
173  98 
848  68 
798  72 

225  52 
372  36 
157  45 
129  75 

226  24 
772  14 
346  89 
970  64 
973  85 
588  68 


New  York. 


$11,597, 

13,424, 

6,679, 

8,941, 

14,475, 

7.167, 

8,418, 

11,273, 

4.072, 

16,792, 

17,255, 

16,975, 

15,524, 

20, 128, 

18, 377, 

24,952, 

31,7.54, 

28,772, 


466  90 
717  87 
756  05 
208  80 
995  91 
968  53 
588  60 
499  91 
296  44 
679  41 
308  60 
972  34 
014  27 
726  89 
814  24 
977  02 
964  26 
558  75 


Philadelphia. 


$2, 159, 
2,637, 
1,162, 
1,882, 
2,326, 
1,553, 
1,367, 
1,659, 
559, 
2,255, 
2,361, 
2,136> 
1,978, 
2,979, 
2,329, 
3,122, 
3,783, 
3,715, 


111  30 
796  28 
610  66 
613  06 
384  71 
373  07 
259  08 

125  67 
649  65 
860  77 
325  72 
754  70 
430  99 
931  31 
553  66 
660  40 
787  32 

126  21 


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S.  Doc.  112. 


855 


1  acamnt  of  duties  collected  n 
\ia,  and  Baltimore,  from  1835 


Pbiladelpbia. 


|2, 159, 
2,637, 
1,162, 
1,882, 
2,326, 
1,553, 
1,367, 
1,659, 
559, 
2,255, 
2,361, 
2,136> 
1,978, 
2,979, 
2,329, 
3, 122, 
3,783, 
3,715, 


111  30 

796  28 
610  66 
613  06 
384  71 
373  07 
259  08 
125  67 
649  65 
860  77 
325  72 
754  70 
430  99 
931  31 
553  66 
660  40 
787  32 
126  21 


Baltimore, 


|666,9J7  6| 

704,iM7  6!! 
1.  "1,741 « 

1.166,r4()64 

700,315^ 

616,025  78 

610,881)21 

298,367  41 

603,574  65 

696,724  61 

674,548  a 

600,497  Jt 

771,708  06 

649,402  42 

1,004,96U 

1,047,278  61 

1,063,530  7J 


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8.  Doc.  118. 


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86S 


>^  «o  n 

658, 
573, 
054, 

8*9*  W 

%ittmt^t  exhibiting  the  amount  of  tonnage  belonging  to  the  United  Statet^ 
*  annuaUijyfrom  1836  to  1862,  incliuive. 


StaUw. 


M»ine •• 

ywH»mpi*ir«---- 

IVi-rnMrtit 

jjlMiMK'hUHetU 

RhiKle  Iiland 

Iciiiinecticiit 

INc*  York 

KvwJerwy 

|lVuin)lv»"'» 

Pflaw»re 

Mar*  !«"<'•••:••■.••' 
Iiisiriet  of  Columbia. 

1  Virninia 

Jiirth  C«roliiia 

f,iuth  Carolina 

GtK»r((ia 

Fli'ri<l» 

Alabama 

MwiwlpP' 

I/puisiaua 

Ileias 

I  Tennessee 

Kfntucky 

Jlisw'iiri ' 

lllinoU ' 

Ohio ' 

Jlii'higan 

WkoMin 

Orcgiin 

t'tlifomla 


Total. 


1836. 


Ton$. 

87rt,  «■>« 

art, 791 

\,Wi 

490, 3H9 
49, 345 
70,969 

434, 325 
60, 513 

104,649 
17,046 

103, 353 
17,451 
49,311 
43,745 
17,48i 
11,!MS8 
3,677 
6,669 


1837. 


81,711 


Totu, 
351,569 
95,114 

IJW 

4911, 450 

45,651 

76,  :«I7 

445, 149 

67,J81 

97,394 

18,049 

109, 484 

16,971 

43,444 

31,951 

93,637 

15,196 

7,315 

10,390 


1838. 


99, 376 


Tont. 

970,9:19 

9({,  I4H 

4,9.'>0 

499,  :kh) 
44,477 
80,813 

444,fM)7 
66, 191 

109,497 
16,779 

104,519 
19,3(N) 
4((,053 
36,909 
99,684 
19,559 
8,574 
16,107 


1h:». 


Tont. 
9H2,«H6 

99,994 
4,9:i9 

606,  :i75 
44,573 
89,914 

468,411 
69,541 

119,:<59 
19, 303 

116,906 
93, 149 
51,987 
40,9111 
31,414 
90,993 
9,673 
31,749 


1840. 


Tont. 

3(tH,(K»9 

97,  :ff6 

4,  IWi 

KU\,  Mi 
43,495 
8«t,948 

4r>5,4l9 
71,916 

119,313 
19,779 

190,  tm 
94,4:<5 
54,951 
49, 554 

99, 180 
10,451 
17,944 


104,496 


3,377 
1,714 

3,669 


6,194 
1,714 
3,669 


16,686 
6,864 


1,889,105 


19,373 
7,836 


5,481 
7,734 
9,373 


109,076 


34, 146 

9,848 


l,896,681j 


4,941 

8, 196 
9,735 


33,996 
11,000 


196,613 


4,733 

1,599 

11,959 


1,995,638  9,094,379 


96,443 
11,903 


1841. 


Ton: 
:V)5.99I 

96, 70H 

4,343 

546,901 

49,084 

65,979 
484(,664 

5:<,  604 
11H,96H 

10,056 
li:«.7tf7 

ii.,:t49 

45,  :i59 

98,647 

94, 394 

16, 147 

5,994 

16,715 

901 

146,799 


3,683 

8,360 

11,370 


95,111 
11,630 


9,180,761 


9,130,743 


15 


y 


i64 


S.  Doc.  112. 

STATEMENT— Continued. 


States. 


Maine 

New  HnmpBhire . ... 

Vennont 

Masaachusetts 

Khode  Island 

Connecticut 

New  York 

New  Jersey 

Pennsylvania 

Delaware 

Maryland 

District  of  Columbia. 

Virginia 

North  Carolina 

South  Carolma 

Georgia 

Florida 

Alabama 

Mississippi 

Louisiana 

Texas 

Tennessee 

Kentucky 

Missouri 

Illinois 

Ohio 

Michigan 

Wisconsm 

Oregon 

Caliibniia 


1842. 


Tonit. 

281,330 

23,922 

4,343 

494,895 
47,243 
67,749 

516,296 
60,742 

113, 479 
10,396 

106,856 
17,711 
47,537 
31,682 
23,469 
16,536 
8,288 
15,479 


144, 129 


3,811 

4,619 

14,727 


24,830 
12, 323 


Total 2,092,392 


1843. 


Tons. 

285,381 

22,709 

2,763 

495,303 
45,626 
70,278 

557,026 
63,379 

112,050 
10, 321 

109,019 
19,527 
47,203 
37,189 
21,577 
17,400 
10,046 
16, 095 


150, 067 


4,813 

5,093 

13,589 


29,458 
12, 690 


2,158,602 


1844. 


Tons. 

305,331 

22,925 

2,763 

501,208 
48, 172 
82, 174 

591,297 
68,684 

128,341 
10, 912 

111,339 
19,538 
47,255 
37,039 
21, 148 
17, 105 
9,577 
I.'),  214 
1,341 

161,769 


5,667 

7,114 

16,665 


32, 115 
15, 400 


2,280,093 


1845. 


1846. 


Tons. 

320,060 

23,771 

2,319 

624,995 
47,209 
91,568 

625,875 
69,970 

147,812 
11,935 

118,164 
20,617 
50,705 
39,862 
19, 615 
16, 140 
11,355 
17,910 
1,055 

170,525 


2,809 

8,751 

18,906 


35,297 
19,776 


Tons. 

358, 123 

20, 708 

2,048 

541,520 
49,438 
99,023 

655, 69fi 
76,016 

148,058 
11,837 

128,453 
22,355 
53,541 
41,225 
19,936 
18,  111 
11,866 
22,537 
1,055 

181,258 


2,809 

8,172 

22,426 


3t),917 
25, 953 


2,417,001 


2,562,081 


12. 

lontinued. 


1845. 


Tons. 

320,060 

23,771 

2,319 

524,993 
47,209 
91,568 

625,875 
69,970 

147,812 
11,935 

118,164 
20,617 
50,705 
39,862 
19, 615 
16, 140 
11,355 
17,910 
1,055 

170,525 


1846. 


2,809 

8,751 

18,906 


Tons. 

358, 123 

20, 708 

2,048 

541,520 
49,438 
99,023 

655, 69f. 
76,016 

148,058 
11,837 

128,453 
22,355 
53,541 
41,225 
19,936 
18,  111 
11,866 
22,537 
1,065 
181,258 


35,297 
19,776 


2,417,001 


2,809 

8,172 

22,426 


39,917 
25,953 


2,562,081 


2,829,1)151 


States. 


IMiiae •••  — 

[Keff  Hampsniro  . . 

iVcrmont 

IjlMiaohusctts 

JBhode  Island 

Iconnecticut 

iKew  York 

iKewJewey 

IpeniMylvama 

Ipehware 

IHarvlaml 

Dirt,  of  Columbia 

Virginia 

Korth Carolina  ... 

loutli  Carolina  . . . 
iGeorgia 

Florida 

Bahama 


lOiunana.. 

Texas 

Tennessee 
Kentucky  . 
fijsouri... 
inois  — 

Ohio 

IlliehigHn.. 
Viscousin 


Oregon.... 
California . 

Total. 


S.  Doc.  112 

STATEMENT—Continued. 


865 


1848. 


Tons. 

452,329 

23,9.56 

3,630 

622, 085 
43,873 

111,962 

845,788 
78, 455 

211,562 
17,452 

158,495 
11,823 
68,184 
41,405 
28,659 
20,790 
15, 165 
22, 110 
561 

227,010 

1, 352 

2,446 

8,822 

3(),  313 

10, 489 

62, 079 

27,250 


1849. 


Tons. 

466, 489 

25, 369 

3,630 

636, 699 
43,425 

113,850 

911,281 
82,250 

231,653 
16,582 

173,021 
13,776 
73,283 
44-,  827 
32,486 
19,866 
14, 640 
25,068 
1,516 

241,497 
2,933 
2,911 
13,955 
32, 355 
17, 332 
57,941 
34,658 


1850. 


1801. 


722 


Tong. 
.501,422 

23,  OiH) 

4,  530 

685,  442 

40, 489 
113,087 
944,  3 19 

80,  300 

258,  im 

16,720 

193, 087 

17,011 

74,071 

45,219 

36, 072 

21,690 

11,273 

24, 1.58 

1,828 

250,090 

4,573 

3, 776 

14,820 

28, 908 

21,242 

62, 462 

33,145 


1,063 
17, 592 


Totu, 

5:tt(,  316 

25, 428 

3,932 

694, 403 
:{H,  050 

116,180 

1,041,015 

88,896 

284,  :J74 
11,880 

204,545 
22,903 
(W,799 
43,7M3 
;»r.,  1H7 
24, 1H5 

9,  :h«> 

27, 327 

1,405 

253,285 

4,913 

3,588 

I2,»:w 

34,IK(5 
23, 103 
58,  :i->2 
41,775 
2,94ft 
1,(K!3 
58,  AM 


1852, 


lliil<'  |Mir  rent,  iif 
lin'ri'itiic  ffoin 
I  KM   III   IHM, 

Itll'llllllVI'. 


Tom. 

592, 806 

24,H9I 

5,657 

767,766 

41,049 

125, 0H8 

l,IW,H3l 

w.  m 

:<0I,723 

j»,  MW 

266,247 

26,  ii>7 

72,5:W 

50,621 

46,7:15 

25,785 

9,<HI9 

88, 533 

1,452 

20M,  171 

7, 120 

4,634 

11,819 

37,  WW 

25,2119 

60,  '.m 

46,318 

6,931 

1,063 

101,654 


114.12 
19,72 

391.00 
56.  M( 

7H.  04 

161.88 

90.31 

188.50 

Vevrfiuus. 

99.55 

50. 12 

47.10 

15.71 

167. 33 

120. 83 

lf)2. 90 

;W7. 84 

228. 19 
Mntiro  tfm'ffn. 
37.22 
584.54 
V:)1.94 
Ktitiro  toii'ge. . 
203. 7.9 
574.,7<J. 
Kiitini  toiu'gu. 
Do. 


3,154,0;»   3,334,015 


3, 535, 454   3, 772, 437   4, 138, 439 


119.38 


'  Btitween  1833  and  1852,  Alexandria  was  retroceded  to  Virginia,  uud  hut  touwtlH',  of  cottTNty,, 
Lredited  to  tbiit  State,  and  deducted  from  District  of  Culuiubia. 


56 


866 


S.  Doc.  112. 


Statement  exhibit ivg  the  number  and  tonnage  of  rcsseln  built  in  the  Vn 
States,  annualhj,  from  1830  to  185!<J,  indufive. 


States. 

1836. 

1837. 

*38. 

No. 

Tons. 

No. 

Tons. 

No. 

Toa 

Maine .................... 

162 

7 

27,022 
2,731 

149 
4 

23,475 
1,866 

144 

9 

3 

New  llamnahire .. ... 

Vermont 

Mfi88AOhU80tt8  .......  ...... 

164 

8 

59 

135 

65 

74 

12 

111 

1 

23 

7 

4 

2 

22, 273 

1, 8t)4 

4,502 

19,924 

4,6.^2 

10,215 

935 

9,691 

52 

1,481 

554 

480 

379 

165 
12 

r>9 

I'M 

81 

65 

5 

132 

6 

29 

14 

7 

S 

1 

20,794 

1,427 

4,421 

22,000 

6,707 

12,034 

345 

10,992 

947 

1,618 

865 

d:j9 

932 
71 

167 

10 

43 

113 

8G 

58 

14 

157 

2 

17 

11 

5 

3 

19, 
2, 
3, 
11, 

:, 
1, 

15, 

Hhode  Itjloiid .......... 

Comiecticut ....... .... .... 

New  York .... 

New  Jersey  ............... 

Pcmisvlvauifi  .............. 

Delaware  ....... ...... .... 

Marvlaud . 

District  of  Columbia 

Virginia ................... 

North  Carolina  ...... 

1 

South  Carolina ............. 

1, 

Georgia 

1. 

Florida 

\ 

Alahnma      .^- . 

2 



Mississippi 

Louisiana .. ....... .... 

10 

649 

10 

1,742 

13 

1 1 

Texas 

M 

Tennessee ......  .......... 

22 
9 

3,197 
1,714 

2 

972 

4 

8 

1,; 

Missouri 

Illinois 

Ohio 

6 

451 

52 

10,385 

20 

i; 

Wisconsin 

Michigan . ............. 

9 

922 

12 

990 

12 

Oregon 

California 

113, 

Total 

890 

113,628 

949 

122,988 

898 

■c  of  tench  huUt  in  the  I'^j/,) 
/  186a,  inclusive. 


i8»r. 


Tuui. 


1638. 


No. 


Ions. 


165 
12 

r)» 

130 

Bl 

65 

& 

l'J2 

A 

89 

14 

7 

1 


10 

"a 


C2 


lli 


J, 866 


144 

9 


80,794 
1,427 
4,421 

22,000 
0,767 

12,034 
345 

10,91>2 

947 

1,618 

mWi 

0'.U) 
71 


1,742 
'"972 


10,385 


906 


167 
10 
43 
113 
8(5 
58 
14 
157 
2 
17 
11 
5 
3 


13 


20 
'12 


949       122,988         898 


2,1 

15,46)1 

m 
m 

i,« 

i,3n| 
m 


1,^1 


1X1 


VI 


9^1 


li:U* 


S.  Doc.  112. 

STATEMEiNT— Continued. 


867 


[ain 

r 

B» 
CD 

I'l 
ar 
ij 
in 

or 

lU 

N 

1 

la 
i 

) 

f 

! 

States. 

1839. 

1840. 

1841. 

No. 

T0U8. 

No. 

T0U8. 

No. 

T0U8. 

145 

7 

27,706 

2,787 

181 
6 

38,937 
2,722 

131 

8 

26, 874 

3,617 

lont 

146 

9 

35 

106 

72 

49 

16 

129 

14 

10 

25 

4 

7 

3 

24, 446 

1, 496 

2,771 

17,951 

6,770 

6,284 

1,221 

13,093 

1,215 

826 

1,349 

443 

873 

181 

113 

6 

49 

72 

109 

103 

9 

111 

2 

12 

24 

2 

2 

2 

2 

i2" 

17, 812 

1,589 

4,130 

13, 786 

6, 75)2 

8,136 

758 

11,737 

431 

925 

1,296 

306 

254 

66 

148 

"""iii96" 

112 

8 

28 

63 

44 

107 

6 
109 

3 
19 
26 

5 

28,(i53 
1,180 

ftCUUStlio ••- 

3, 446 

Ynrk .-.-. 

17,438 

Jerw'V 

3,417 

6,970 

374 

10,738 

rict  of  Columbia 

94 
1,473 

1,176 

fii  Patmliiin     ...  .•-•  ••■• 

280 

rtfift 

6 
3 

18 

241 

109 

mv^V^ 

ii 

862' 

1,172 

3 

11 

5 

497 

2, 102 

939 

1 
5 

8 

382 
1,091 
1,210 

1 

19 

45 

ntucky 

4,417 

44 

6,503 

33 

4,022 

45 

7,179 

7 

58S 

7 
1 

585 

1 

Total 

1 

1        858 

1 

120,988 

871 

118, 311 

761 

118, 893 

m 


'/■■  » 


\  1 


868 


8.  Doc.   112. 

STATEMENT— Continued . 


Stetei. 


1842. 


No. 


Ton«. 


1843. 


No. 


Tons. 


1844. 


No. 


Midne 

New  HampBhirc 

Vennont 

MasiachuBetts 

.'Hhode  Island 

Connecticut 

New  York 

New  Jersey 

Pennsylvania 

Delaware 

Maryland 

District  of  Columbia. 

Virginia 

North  Carolina 

South  Carolina 

Georgia 

Florida , 

Alabama 

Mississippi , 

Louisiana 

Texas 

Tennessee 

Kentucky 

Missouri 

IHinois 

Ohio 

Wisconsin 

Michigan 

Oregon , 

California 


164 
5 


38,041 
1,' 


71 
2 


15, 12i 
234 


72 

11 

22 

184 

47 

212 

9 

109 

49 

12 

19 

7 

1 

6 

r. 


18,6^ 

2,516 

3,353 

20,241 

3,116 

13,666 

713 

7,937 

951 


1,185 
482 
124 
384 
282 


40 
1 

12 
124 

19 

63 
3 

39 

11 
9 

21 
2 
1 
5 
2 


9,974 
120 

1,064 
13,299 

1,480 

6,740 
246 

3,679 
276 
694 

2,600 

206 

45 

522 

144 


14 


1,044 


8 


288 


2 
22 


321 

5,608 


2 
11 


322 
1,664 


43 

7 

25 

181 

21 

141 

8 

55 

31 

10 

12 

7 

1 

1 


15 


2 

35 
9 


Total. 


49 


7,904 


31 
"5 


5,195 
""305" 


1,021 


129,085 


482 


63,618 


49 
14" 


766 


2. 

antinued. 
1843. 


n 

2 


40 
1 

12 
124 

19 

63 
3 

39 

11 
9 

21 
2 
1 
5 
2 


8 


31 


Tons. 


1844. 


No.         Tom. 


482 


15, 12i 
234 


9,974 
120 

1,064 
13,299 

1,480 

6,740 
246 

3,679 
276 
694 

2,600 

206 

45 

522 

144 


2 
11 


288 


322 
1,664 


5,195 


305 


63,618 


96 
3 


43 

7 

25 

181 

21 

141 

8 

55 

31 

10 

13 

7 

1 

1 


15 


2 

35 

9 


49 
14 


766 


'■4 


9,! 
%m 

31,5191 

1,; 

13,  Wj 
5,4l9 


S.  Doc.  lis. 

STATEMENT— Continued. 


869 


Statei. 


1845. 


lUiine •• 

|)ie»Hiuiip«l»»™ 

Ivermont 

IjlMsachuBetti 

tEhode  Island 

Icounecticut 

Sew  York 

Kw  Jersey 

Ipenniyl'^an'** • 

jpelaware ■ 

IjUnland •-"■ 

igtrict  of  Columbia. 

tfirginia 

ISortb  Carolina 

Luth  Carolina 

IGwrgia 

Iporida 

Illabsma.. 

IjliarisripP'' 

IliOiusiana 

ITeias 


Igeatucky.. 
jlGsiouri... 
IniinoU.... 

JOIUO..-;-- 

IMichigan.. 
I  Oregon.... 
I  California. 


Total. 


1846. 


No. 


160 
5 


115 

8 

22 

230 

64 

178 

9 

66 

15 

14 

14 

2 

1 

4 

1 


Torn. 


31,105 
2,501 


14 


1 
26 


25,962 
1.661 
2,608 

29,343 
4,465 

15,819 

669 

7,257 

416 

2,057 


No. 


289 

8 


102 
83 

257 
80 


168 
10 
35 

260 
60 

161 
22 

137 

23 

45 

31 

4 

1 

e 

4 


ToiM. 


49,748 
2,171 


627 


142 

5,681 


56 


33 


11,599 


2,726 


1,038       146,019 


8 


24,321 

2,395 

3,712 

33,253 

5,856 

15,788 

2,264 

13,818 

951 

3,465 

1,885 

342 

21 

840 

558 


1847. 


No. 


346 

10 

3 

138 

10 

42 

271 

101 

228 

25 

131 

22 

27 

34 

3 

1 

2 


4 
46 
11 


52 
33 


451 


575 
8,662 
2,338 


9,616 
"&',  174 


12 


1 

31 
60 


8a 
if 


1,420 


188,204 


1,598 


Tons. 


63,549 

5,289 

135 

27,770 

2,111 

6,028 

50,995 

9,830 

24,12« 

2,279 

12,692 

802 

1,525 

2,385 

102 

25 

388 


494 


167 
5,424 
6,073 


18, 192 
3,293 


243,734 


/I 


I  i 


m 


\M 


'"■vt 


m 


u  ' 


i 


870 


S.  Doc.  112. 

STATEMENT— Continued. 


States. 


Maine 

New  Hainpshiro 

Vennont 

Ma«Buchu8ott8 

Khode  Island 

Connecticut 

New  York 

NewJereey 

Pennsylvania 

Delaware 

Maryland 

District  of  Columbia. 

Virginia 

North  Carolina 

South  Carolina 

Georgia 

Florida 

Alabama 

^Mississippi 

Louisiana 

Texas 

Tennessee 

Kentucky 

Missouri 

Illinois 

Ohio 

Wisconsin 

Michigan 

Oregon  — 

CalU'omia 


Total. 


1848. 


No. 


:«6 

9 

y 

181 

13 

55 

382 

77 

296 

31 

14G 

17 

34 

43 

4 

1 

4 

4 


18 


1 
39 
38 


63 

"20 


1,851 


1849. 


Tons.  No. 


89,974 

5, 326 

1,189 

39,366 

4,058 

7,387 

68,435 

8,178 

29,638 

3,2()6 

17,481 

501 

2,980 

2,947 

450  i 

212  i 

318  : 

265 


344 
12 


118 
13 

56 

265 

87 

197 

23 

152 

22 

38 

29 

8 

2 

1 

3 


1,620 


21 


9,275 
6,256 


13,656 
"5^362 


318, 075 


2 
34 
19 
13 
63 


25 


1,547 


Tons. 


82,256 
6,266 


23, 889 

2,760 

5, 066 

44, 104 

8,026 

24,008 

1,880 

17, 463 

609 

3,095 

2,032 

656 

756 

120 

107 


1,756 


243 
8,423 

2,887 

2,211 

12,817 


5,149 


256,579 


im. 


No. 


326 

10 

1 

121 
14 
47 

224 
57 

185 
16 

150 

34 
33 

5 
2 
3 


24  I 
1 

'34' 

5 

13 

31 


14 
2 


1,360 


-^ 


MMai 


12. 

lontinued. 


1849. 


344 


118 
13 

56 

265 

87 

197 

23 

152 

22 

38 

29 

8 

2 

1 

3 


21 


2 
34 
19 
13 
63 


Tons. 


82,256 
6,266 


23,889 

2,760 

5,066 

44, 104 

8,026 

24,008 

1,880 

17,463 

609 

3,095 

2,032 

656 

756 

120 

107 


1,756 


l^-jii. 


No. 


243 
8,423 

2,887 

2,211 

12,817 


326 

10 

1 

121 
14 
47 

224 
57 

185 
IG 

150 

» 

34 

33 


U, 


III 

KM 

m 

im 


24 
1 


^1 

ml 

111 
i| 


34  6,1 

5  '  1,:K»| 

13  i  l,f 

31  i  hM 


25' 

""si  149 

14 
2 

14 

1,547 

256,579 

1,360 

•i:i:i\] 

S    Doc.  112. 

STATEMENT— Continued. 


States. 


Uliiine 

New  Hiimiisliire 

Ivcnmiiit 

JMlli'S«l'illl>iftt8 

Rlimle  I«l«ii<l 

C'diineoiif't 

KvwYfiik 

JNewJiTUfy 

[I'eunsylvnuia 

PclaWHre 

JMiinlund 

I  District  'if  Columbitt. 

I  Virginia 

IN'orthCawliim 

I  S(«th  Carolina 

|(ii'nr(na 

Ijlorida 

|.\Wiania • 

I  Mississippi 

|l/misiaiia • 


fX!l8  . 


I'fi'nncssce.. 
jKeHtueky-- 
iHi'isouri... 

nois 

lOliio 

jwisconsiu. . 
JMicliigau... 
joreijon.... 
ICalltbruia.. 


Total. 


1851. 


No.    Tons. 


254 

7 

4 

133 

12 

35 

229 

70 

200 

15 

130 

74 

27 

33 

5 

G 

4 

5 


24 


77,  399 

b,158 

41,324 
3, 0.57 
3,414 

70,  805 

5,  869 

28, 623 

2, 059 

18, 027 

4, 439 

1,778 

1,725 

625 

2, 369 

276 

355 


871 


1852. 


No. 


2,327 


1 

38 

11 

4 

25 
1 
9 


1,357 


225 

8,  862 
2,066 
314 
6, 036 
76 
1,306 


70 


298,205 


354 
14 


161 
14 

G'i 

179 

38 

188 

23 

11!) 

27 

40 

32 

7 

2 

1 

2 


16 


27 
11 
17 

77 

9 

16 


Tons. 


110,047 
9,515 


48, 002 

3, 205 

9, 035 

72, 073 

3, 953 

31,220 

2,923 

18, 159 

1,995 

3,800 

2,229 

9:^9 

323 

30 

93 


1,285 


480 
7, 314 
2,133 
1,217 
18, 329 
556 
2,639 


1,444  j   351,494 


i 


f 


872 


^    « 


^ 


» 


S 


I 


CO 


>* 
s 


5 


« 

s 


o 

a 

I 


S.  Doc.  112. 

1 1 1 S  S  5  55  •'*"''*"£"&  S'»"'-'R 


tS^" 


n  lA  So 


aD«ft»ni-"ift5P-»t»« 


=  SSs''-8 


o 

R 


,o  Xi  t>  n  n  9)  ^< 


^>(5»t.(NaD00e0©?D?0'l©0DO 


OK5^fl»©»-^»©kni-.owtoa^ 
.2*aoj-9JaD««aSin-^a>i'*ff»©aD 


.•ttoiftaotOwBSoJMsMooi 
St««(Nr<99ino)xiQOkoabno<Sr> 

H  ®  lO  i-i  ^ 


8*i*l  ..  ..  _ 

.*  (M  go  eo  ©  t» 


1^ 


0»<-i 


gir5»-xofe'9"^©©e«50sh.^ 


IS 


H  OS  '*  -<  «  11 


kA 

in 


o 


s 


i 


^MC2W2{ir»^We»»O»C0««i-i 


e 


<o 

0> 


kn 


S.  Doc.  112. 


873 


'"-2 -2 

;|l 
HI 


1 


^ 

t* 


e 


^ 


S 


3 


S 


«5 


« 


s 


1 


,"•1/5  1 


:i; 


n»»in 


s^^ia 


iR  r«  3B  X  74  >.';  X  «* 


i^ 


i  O  t'-O 


.l« 


w 


^5 


»-«l     *-Jf    -Jj     "— '     -^T-    Mrf 


?SJ?SiS2!SSS? 


t>.  1-1  ^ 


{:i 


'55gS 


»a  KS  *»  «  ^  kO  K5  ^     eo 


ICO 


58 


h>  tn  to  L'9  U)  r4  < 


.0*  X  »-  9» 


SSS  fc  fe  SI 


l^^gi^ 


^-ajwi-ioio^iort     »•< 


Sot.  1-1  o« 


^  ^  t»  W  W  ^  ^  UJ  1-1  w  s«       -• 


^  OS  w  ^  ( 


I  kA  S  <-i  ( 


!g3$3 


I  »H  '*( 


i«o 


^««W9l^«t^ 


lift 


g?5oo*ft"-x)aD  —  o»rt!oo»i3lw«J 


iftr>.5P«-Hlseo»o><e-N 


fi  Iff  (N  I 


I  CO  to  91  CO  CO  kO 


.©-MQD©»©«0         WmMp^ 


S5 


SSS 


^3 
I"  ft 


©inai'*«53'W©®kngp-^Miptj 
.kfti>rt'«!«g5D-;»^*  =  i(iate 
ga%Ai>kOkoncnA'4'r«kAaui'»SM 

jS  g  sf  i^'-woTkOce  m  cj  iiof  II     e^e^ 

kO 


S 


91 

i 


s 


s 


g 


CO 


I 

kO 


g 


I  r 


Hi 


'i  i 


m 


874 


S.  Doc.  112. 

Sfnfcment  exhibiting  the  avcrof^e  tonnage  of  vcmh  luiJt 


KtnttiR. 


Maine 

Now  HnnipHhire .... , 

V«'rin(»nt , 

MiiHKacliiii<('tt8. . .... . 

Rliodu  iHlauil 

CimiK'cticiit , 

New  York 

Now  Jt!rni'y , 

I'oniiMylvaiiia 

Delaware 

Maryland , 

District  of  Columbia 

Virfiiiiia 

Nortli  Carolina 

Soutii  Carolina 

Oeorf^ia , 

Florida , 

Alabama , 

Louisiana 

Tennessee 

Kentucky 

Missouri 

Illinois , 

Ohio 

Wisconsin 

Michigan 

Oregon , 

California 


United  States . 


1836. 


100. 80 
3!)0. 14 


i:«).Hl 
tW5, 50 

78 
147,58 

71.57 
13H.04 

77. 1)1 

H7. 30 

5Si 

04,39 

79.14 
120 
189. 50 


C4.90 

145.32 
190. 44 


75,17 
io'2,'44" 


127. 78 


1837. 


157, 55 
466.50 


126. 02 
118.91 

74. 93 
161.70 

Ha  54 
185. 14 

69 

83.27 
157. 83 

55.79 

61.78 
134. 14 
166 

71 


108, 87 


486 


199.71 
83    "' 


127.67 


1838. 


168.97 
365.11 


117.05 

210. 80 
87.72 

129. 94 
82.06 

144. 93 
89.71 
98. 49 

100 
52.  05 
93. 91 

275. 40 

138.66 


28.50 
111.08 

'm'.ho 

172. 12 


210.05 
79,91' 


129, 60 


1839. 


1840. 


191.07 
39«).  13 


167. 43 
166. 22 

79.17 
169. 35 

94.03 
128. 24 

76. 31 
101.49 

86,78 

82.60 

53.96 
110.75 
124.71 

60.33 


78.36 

165.66' 
191. 09 

187.80 


215. 13 
453.66 


149. 84 
"83.29' 


1.57. 62 
264. 83 

84.28 
191. 47 

62.31 

78.99 

84.22 
105.73 
215. 50 

77.08 

54 
153 
127 

33 

74 

99.66 

382*" 
218.20 
151.25 


121.88 


83.57 


125,98     141.01 


1841.    !   1842 


205. 14 
452, 12 


2.'»5.  H\\ 
147.5)) 
123.07 
276.79 

77.  m 

65.14 
62. 33 
98.5] 
31.33 
77.  .'•)3 
4.5.23 
56 


40. 16 
36.  33 
65.11 

•  •  -  •  ■  •  •  a 

45 
232.47 


159, 53 


135.83 


!■»•>' 

#;'! 


m.  i 


fa 


orage  tonnage  of  vcmh  huiJt  i. 


1839. 

1 

1840. 

1841, 

ls42, 

191.07 
398. 13 

167.*  43 
166. 22 

79.17 
169. 35 

94. 03 
128. 24 

76. 31 
101.49 

86.78 

82.60 

53.96 
110.75 
124.71 

60.33 

"78.'36" 

215. 13 
453.66 

i.^>7.62 
264. 83 

84.28 
191. 47 

62.31 

78.99 

84.22 
105.73 
215.50 

77.08 

54 
153 
127 

33 

74 

99.66 

205. 14 
452. 12 

"255."h:V 

147.51) 
123.07 
276.79 
77.  (W 
65.14 
62. 33 
98.51 
31.33 
77,  .'■,3 
45. 23 
56 

"40.'if)" 
36.33 
65.11 

231, !»; 

339,-,!ii 

25^':;' 

lo2,4l 
110,01 

cc,;ifi 

64,4ti 

W.K 

72,-1 
19,411 
7^,(1, 
(i2,:i: 
6*.o(i 
124 
64 

5C,40 
74,5: 

165. 66 
191.09 

187. 80 

382 

218.20 

151.25 

45 
232. 47 

160..% 
2.54.111 

149.84 

121.88 

159. 53 

101,36 

83.29 

83.57 

125.98 

141.01 

135.83 

lo6.';!3 

i-»:i. 

lrt44. 

1845. 

1846. 

1847. 

1848. 

1849. 

1850. 

1851.    !   1858. 

1 

'V',n7 

210. 42 

194.41 

172. 14 

183.64 

24.5. 83 

239.12 

279. 79 

:W)4.72  1  310.81 

1!T 

251.33 

500. 20 

271.37 

528. 90 

591.78 

522. 17 

691.40 

1165.43  1  679.64 

45 

i:«.  11 

77 

140. '.{5 

M'i.:«5 

222.91 

22.'i.75 

144.77 

201.23 

217.  49 

202. 45 

2W5. 16 

:{|(».7i 

29H.  15 

\i'< 

402 

207. 62 

2:«>.  50 

210.  10 

310.61 

212. 30 

2.56.21 

2.54. 75 

228. 93 

^-.00 

116.56 

118.54 

106.  (m 

143.  .52 

i:i4. 30 

1M).26 

102. 55 

97. 54      139 

1117.2.1 

118.88 

127. 58 

127.  89 

188. 17 

179. 15 

166.43 

260. 46 

3:15.  39 

402. 64 

:r.r!t 

63.47 

69.76 

97. 60 

97.32 

106. 20 

92.25 

108. 80 

83.  84 

104. 02 

ii»;,!)8 

92.74 

S8.87 

98.06 

105. 81 

100. 13 

121.86 

115.72 

143.  13 

16(>.  (Mi 

••) 

73.25 

74.23 

102. 90 

91. 16 

103.  42 

81.74 

115.56 

i:U).  60 

127.  08 

'I4.7!» 

98. 50 

109. 95 

KM).  88 

9(5.88 

119.80 

114.89 

106.43 

1:H67 

1.52.  .59 

!(.'..  ()!) 

27.42 

27.73 

41.35 

36.45 

29.  47 

27.68 

36 

59.  98 

73.89 

77.11 

71.70 

146. 93 

77 

56.48 

87.65 

81.44 

105. 41 

65.  85 

95 

IG.23 

48.92 

61.35 

60.81 

70.15 

68.53 

70. 07 

80.:J6 

.52. 27 

69. 65 

lici 

83.43 

51 

85.50 

54 

112.50 

82 

125 

134.14 

4.'. 

72 

83 

21 

25 

212 

378 

136.80 

394. 83 

161.50 

1114.40 

72 

64.25 

105 

194 

79.50 

120 

40 

♦)9 

30 

7i 

80 

139.50 

■  ■■>  •■•■ 

6<).25 

35.67 

38 

71 

46.50 

;iii 

44.60 

44.78 

56.37 

41. 17. 

90 

83.62 

66.33 
106 

96.96 

80.44 

|i>i 

135.50 

142 

143.75 

167 

55 

121.  .50 

225 

96 

1,-|.27 

204. 71 

218. 50 

188. 30 

174.97 

237. 82 

247.73 

190. 03 

233.21 

270.89 

284. 89 

212.54 

101.21 

156.73 

151.95 

170.07 
203.44 

270. 80 
130. 08 
168. 19 

171.82 

78.50 

241.44 

193. 91 
71  .59 

lii7.45 

193.84 

207. 12 

184.92 

219, 18 

216.76 

238!  04 

76 
151.78 

70 

61.78 

111 

163.21 

82.60 

156.79 

193.70 

265. 10 

205. 96 

147  28 
61 

164.94 

l'»l!,43 

131.97 

135.16 

132.54 

152.52 

171.84 

165.86 

200. 16 

219.75 

243.41 

876 


S.  Doc.  112. 


r'*? 


T*i 


^< 


■'^    I 


-I 


4» 


I 


'I.  ( 


Ejrjmrtt  and  impnrta  from  the  principal  eommerrial  8tafe$  of  the  f,,, 
for  the  yean  1810,  182U,  1830,  1840,  1860,  and  1861. 

EXPORTS. 


Year. 


1810. 
1820. . 
1830. . 
1840. . 
1860. . 
1861.. 


FLORIDA. 


Amount. 


$30,496 
1,850,709 
2,607,968 
3,939,910 


Increuo. 


From  1830  to 
1851,12,820 
per  cent. 


ALABAMA. 


Amount. 


$96,936 

2,294,594 

12,864,694 

10,544,858 

18,528,824 


Increjw. 


*707perct. 


VIROINIA. 


Year. 


1810 
1820 
1830 
1840 
1850 
1851 


Amount. 


$4,822,611 
4,567,957 
4,791,644 
4,769,937 
3,413,158 
3,087,444 


50RTH  OAROLMA. 


Amount. 


$403,949 
808,319 
399,333 
387,484 
416,601 
426,748 


Inorew. 


►7pcrct. 


lOUTH  CAROLINA. 

OEORGIA. 

Year. 

Amount. 

Increase. 

Amount. 

laoreaie. 

1810 

1820 

1830 

1840 

1850 

1861 

$5,290,614 

8,882,940 

7,627,031 " 

9,981,016 

11,446,892  f 

15,316,678 

>   46  perct. 
100      " 

$2,238,686 
6,594,623 
5,336,626' 
6,862,959 
7,551,943  " 
9,158,879 

>  138  per  ct 
71     « 

2. 

mmercial  8tate$  of  the  l\,. 
140,  1850,  and  1851. 


ALABAMA. 


Amount. 


$96,936 

2,294,594 

12,854,694 

10,544,858 

18,528,824 


Increaic. 


.707 


per  ct. 


NORTH  OAROLIIIi. 

t. 

611 
957 
644 
937 
158 
444 

Amount. 

bcreaw. 

$403,949 
808,319 
399,333 
387,484 
416,501 
426,748 

►7  pcrct. 

4 

OEORGIA. 

Amount. 

lacreue. 

$2,238,686 
6,594,623 
5,336,626' 
6,862,959 
7,551,943  ' 
9,158,879 

>  138  per  ct. 
71     « 

Year 


ISIO. 
1S20. 
1S30. 
1840. 
IS50. 
1851. 


S.  Doc.  112. 

EXPORTS— Continurd. 


9T7 


MARTLARO. 

LOVIIUNA. 

r. 

Amount 

Incrt'Oiie. 

Amount. 

Initri'MP. 

$6,409,018 
6,609,364 
3,791,482 
5,495,020 
6,589,481 
5,416,798 

$2,650,050 
7,596,157 
15,488,692' 
32,998,059 
37,698,277   ' 
53,968,013 

^ 

>  500  JHT  ct. 

135  per  ct. 

MAINK. 

MASR.tCHUSETTJI. 

Year. 

Amount. 

Increase. 

Amount. 

Increase. 

KIO 

$13,013,048 
11,008,922 
7,213,194 
6,268,158 
8,253,473 
9,857,537 

1820 

1830 

1840 

1850 

1851 

$1,108,031 

670,522 

1,009,910 

1,536,818 

1,517,487 

W26per  ct. 

►  30  J  perct. 

REW  TORE. 

PKNNSVLVANIA. 

Year. 

Amount. 

Increase. 

Amount. 

Increase. 

1810 

1820 

1830 

1840 

1850 

1851 

$17,242,330 
13,163,244 
19,697,983' 
11,587,471 
41,502,800  ' 
68,104,542 

>  14  per  ct. 
245  per  ct. 

$10,993,398 
5,743,549 
3,791,482 
5,736,456 
4,049,464 
5,101,969 

» 33  per  ct. 

tef'''S- 


I    fi 


M 


878 


S.  Doc.  112. 
IMPORTS. 


rLORIDA. 


Year. 


1830 
1840 
1850 
1851 


Amount. 


$32,689 

190,728 

95,709 

94,937 


ALABAMA. 


Year. 


1830 
1840 
1850 
1851 


Am< 


I'mut. 


S144,S 

57-i,g; 

8Co,:i( 


riRGIMA, 


Year. 


1830 
1840 
1850 
1851 


Amount. 


$405,739 
545,085 
420,599 
552,932 


NORTH  CAROLINA. 


Year. 


1830 
1S40 
1850 
1851 


Amount. 


$221,9S 

2.52,03 

32:i..3'j 

20G,9:j 

SOUTH  CAROLLVA. 

-  ■ 

Gi:ORGIA. 

Year. 

Amount. 

Year. 

Amomit, 

1830 

$1,054,619 
2,058,870 
1,933,785 
2,081,312 

1830 

S2S2,3J 
491,4', 
636,91 
721,oJ 

1840 

1840 

1850 

1850 

1851 

1851 

12. 


S.  Doc.  112. 

IMPORTS— Continued. 


879 


ALABAMA. 


Yi-ar. 


Ami 


omit. 


571,051 
4ia,440 ! 


NORTH  CAROLINA. 


Year. 

Amount. 

0 

8221.9(12 

0 

0 

32:J.3Di) 
20G,<):]1 

1 

GEORGIA. 


Year. 

Amoum, 

0 

S2S2,o4ii 

0 

49l,4i? 

636,1164 
721,541 

0 

1 

MARYLAND. 

|,()l'lltl«|fA, 

Year. 

Amount. 

Yfitr. 

Aiiiotint. 

iCQrt             ........> 

1 

$4,623,866 
4,910,746 
6,124,201 
6,660,645 

1830 

*f),7(>0,693 

iwin       ......... 

1840 

10,673,190 

IMU 

iii^n       ......... 

1850 

10,760,499 

l"5oy 

1851 

]2,52>^,460 

. 

MAINE. 

M\i»i.u:iitiHf.'rrn. 

Year. 

Amount. 

Year. 

AllKlllllt. 

iS'^n             ....... 

$572,666 
628,762 
856,411 

1,176,590 

1830 

$10,453,544 

150v 

liifl           

1840 

16,513,858 

ic=in        

1850 

30,374,684 

K^l              

1851 

32,715,327 

i>jj- 

NEW  YORK. 

FKNNHVLVAKIA, 

Year. 

1 
t 

Amount. 

- 

Yeur. 

Amount. 

1S30 

Klfl                   

$35,624,070  1 

60,440,750  ! 

111,123,524  1 

1830 

<iiS,709,122 

1840 

H,'J<')4,S8L' 

Is'iO                              .... 

1850 

12,()(»6,154 

K.il                    

141,546,538 

! 

1351 

14,168,761 

880 


S.  Doc.  119. 


^■* 


n, 


^U   . 


Statement  exhibiting  the  value  of  foreign  imjwrts  into  tfie  jyrincipal  comrnt 

cud  Stale$. 


States. 


Northern  eommercial 
States. 

Mnino 

B1  issachusetta 

Rhode  Island 

Connecticut 

New  York 

PennsylTania 

Total 

Southern  eommereial 
States. 

Mar}iand 

Virginia 

North  Carolina 

South  Carolina 

(ieorgia 

LouiMiaua 

Alabama 

Florida 

Total 


Unenumerated  States. 


Totalof  all  States.. 


1825. 


$1,169,940 
15,845,141 
907,906 
707,478 
49,639,174 
15,041,797 


83,311,436 


4,751,815 
553,562 
311,308 

1,892,297 
343,356 

4,290,034 

113,411 

3,218 


12,259,001 


1835. 


$983, 389 

19,800,373 

597,713 

439,502 

88,191,:)05 

12,389,937 


122, 302, 2]  9 


5,647,153 

691,255 

241,981 

1,891,805 

393,049 

17,519,814 

525,955 

98, 173 


27,009,185 


769,638 


96,340,075 


584, 338 


1840. 


$628,702 

10,513,868 

'^74,534 

877,072 

00,440,750 

8,404,882 


88,599,858 


4,910,740 
545,085 
252,5:t2 

2,058,870 

491,428 

10,073,190 

574,651 

190,728 


19,097,230 


844,431 


149,895,742  107,141,519 


1850. 


$856,411 

30, 374, 684 

258,303 

872,:«)0 

111,123,524 

12,060,154 

155,051,46<) 


6,124,201 

426, 599 

323, 692 

1,933,785 

6:»6,964 

10,760,499 

865,372 

95,709 


21,166,821 


1,920,031 


178,138,318 


19. 

nports  into  t/ie  jrrincipal  comuti. 


S.  Doc.  112. 


881 


1840. 

1850. 

1851. 

$628,702 

16,513,858 

274,534 

877,072 

60,440,750 

8,464,882 

$856,411 

30,374,684 

258,303 

372,390 

111,123,524 

12,066,154 

11,176,590 

32,715,38 

310,6S) 

342,99» 

141,546,53s 

14,16(!,;61 

8«,  599, 858 

155,051,46(> 

190,26n,^4« 

4,910,746 
645,085 
252,5:t2 

2,058,870 

491,428 

10,073,190 

674,651 

190,728 

6,124,201 

426,599 

323,692 

1,93:3,785 

636,964 

10,760,499 

865,372 

95,709 

6,650,6« 

552,  KB 

206,931 

2,081,312 

721,51: 

12,528,«« 

413,«6 

94,99? 

19,697,230 

21,166,821 

23,250,«| 

844,431 

1,920,031 

2,713,821 

07,141,610 

178,138,318 

216,224,932 

^gumtnt  exhibiting  the  vatve  of  domestic  exports  from  the  principal  comr 

mercitU  States. 


SUtei. 

1825. 

1836. 

1840. 

1850. 

1861. 

jftrthm  eommtnUd 
Statt$. 

» ■    «►  -*■ 

1964,064 

4,262,104 

619,589 

684,686 

20,661,558 

3,936,133 

$1,044,951 

5,564,499 

182, 188 

466,347 

19,126,613 

2,125,736 

$1,009,910 

6,268,158 

20.%  006 

518,210 

22,676,609 

6,736,456 

$1,536,818 

8,253,473 

206,299 

241,262 

41,502,800 

4,049,464 

$1,517,487 

9,857,537 

223,404 

433,894 

6"^,  104, 643 

5,101,969 

Kiuw 

iJaMachawtts 

DknilA  Tiilnnd .....  .... 

u.«YArk 

new  i"r»-;** *"• 

rpfltiil 

31,018,734 

28,510,234 

36,412,349 

55,790,116 

85,238,833 

^vAtm  comnureial 
States. 

3,092,365 

4, 122, 340 

553,390 

10,876,475 

4,220,939 

10,965,234 

691,897 

2,865 

'.■  'i  •*  -•*  i%    ■■ 

2,250,642 

5,  .564, 785 

282,715 

6,978,696 

4,951,000 

23,916,582 

5,751,645 

45,259 

5,49,'i,fl20 

4,769,937 

387,484 

9,981,016 

6,862,959 

32,998,059 

12,854,694 

1,850,709 

6,589,481 

3,413,1.^8 

416,501 

11,446,892 

7,551,943 
37,698,277 
10,544,858 

2,607,968 

♦5,416,798 

3,087,444 

426,748 

15,316,578 

9,158,879 

53,968,013 

18,528,824 

3,939,910 

Virginiii-.--- 

North  Carolina 

fV)DCb  Carolina 

ilnhftina 

FlAfidA  ..•- 

Total 

34,625,505 

49,741,326 

75,199,878 

80,269,078 

109,843,194 

Uieanmerated  States . . 
Total  of  all  Stetea... 

1,400,506 

22,937,522 

2,283,407 

887,718 

1 

1,607,691 

66,944,745 

101,189,082 

113,895,634 

136,946,912 

196,689,718 

57 


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I- 1 


S.  Doc.  112. 

INLAND  WATEE-BOUTES. 


The  following  tables  nrc  submitted  in  reference  to  the  inland  water- 
routes,  and  the  cliJUiictcr  jind  value  of  their  trade,  so  far  as  they  could  bo 
obtained.  Application  was  made  to  persons  in  each  of  tlio  principal 
cities  for  informution  relating  to  their  inlnnd  trade,  which  was  unsuc 
cessful.  It  is  mentioned  with  the  hope  that  the  principal  cominercjul 
cities  on  the  Atlantic  and  in  the  interior  will  promptly  take  measuris 
to  have  this  mfitter  receive  proper  attention. 

It  is  duo  to  the  interests  of  the  cities,  to  the  inland  trade,  and  to  the 
railroad  interest,  that  all  the  information  relating  to  routes,  facility  of 
transportation,  expense,  distance,  &c.,  should  be  correctly  prepared 
and  promptly  given  to  the  public  in  annual  statements. 

It  IS  necessary  to  state  again,  if  any  complaints  are  made  of  interest. 
ing  local  points  being  unnoticed  in  tliis  report,  the  fault  is  not  with  the 
undersigned,  but  is  chargeable  to  the  indiiference  of  those  to  whom 
repeated  Jipplications  were  made  for  the  requisite  data. 

The  appended  stiitements  have  been  compiled  from  official  and  au- 
thentic  returns,  exhibiting  the  estimated  value  of  the  tonnage  ot  the 
leading  inland  watcr-routt  s  which  connect  the  tide-waters  of  the  Atlan- 
tic with  those  of  the  Gulf  of  Mexico. 

There  are  at  the  present  time  four  great  routes  to  which  the  interior 
trade  of  the  country  has  been  chiefly  confined — the  St.  LHwrence,  the 
Erie  canal,  the  I'ennsyivania  improvements,  and  tlie  Mississippi  river 
and  its  tributaries.  All  these  routes  are  mutually  connected  by  an  in- 
terior network  of  railroads  and  canals,  and  merchandise  may  be  for- 
warded from  the  respective  termini  of  each,  upon  tidewater,  to  any 
part  of  the  country,  ^and  by  water  except  upon  the  Pennsylvania  line,) 
and  may  be  passed  with  convenience  from  one  to  the  other.  There  are 
important  works  recently  completed,  and  others  in  progress,  designed 
to  occupy  a  similar  relation  to  this  trade  to  those  already  described; 
but  these  have  too  recently  come  into  operation  to  .'dlow  their  results 
to  be  compared  with  the  above-named.  None  of  the  former  have 
passed  into  the  great  interior  basin  of  the  country  save  the  Georgia  line, 
which  is  yet  wanting  in  those  connexions  which  are  necessary  to  secure 
to  it  the  trade  of  an  extensive  range  of  country.  When  completed, 
the  Baltimore  and  Ohio  railroad  will  add  another  to  what  may  he 
termed  the  national  lines,  and  others  equally  extensive,  and  perhaps 
equally  important,  will  soon  follow. 

Up  to  the  present  time,  consequently,  the  routes  of  commerce  be- 
tween the  interior  and  the  seaboard  have  been  those  fiist  describ( d. 
We  have,  however,  unfortunately,  accurate  and  satisfactory  returns  ot 
the  quantity  and  value  upon  one  route  only — the  Erie  canal.  The excil 
lent  system  prevailing  upon  that  work  gives,  in  great  detail,  ever}'  lad 
of  interest  in  reference  to  the  source  whence  received,  tonn.tge,  value, 
character,  and  direction  of  all  property  passing  over  it.  Upon  the  St. 
Lawrence  canals,  values  are  pot  given  m  the  reports  of  the  Board  of 
Works  of  Canada;  and  these  have  been  estimated  to  agree,  as  nearly 
as  possible,  with  the  returned  values  of  the  same  articles  upon  the  Erie 
canal.  The  tables  showing  the  values  of  produce  received  at  New  Or- 
leans from  the  interior  are  compiled  from  the  annual  statements  wliich 


S.  Doc.  112. 


887 


have  appeared  in  the  "  New  Orleans  Price  Current"  fi»r  a  series  of 
ears.    There  is  no  mode  of  ascertaining  the  value  of  property  passing 

In  the  Mississippi  river  from  New  Orleans:  it  has,  therefore,  bee!. 
Jtiinated  in  the  following  tables  to  equal  three  times  the  amount  o 

I  i^nportations  of  foreign  goods. 
The  want  of  correct  statistical  information  relating  to  the  trade, 
oinmerce,  and  navigation  of  this  confederacy  is  a  sufticient  reason  for 
•ommending,  in  a  special  manner,  to  the  puolic,  the  volumes  recently 
published,  hf  Professor  DeBow,  of  the  University  of  Louisiana,  enti- 
tled "The  Industrial  Resources  of  the  South  and  West,"  which  can 
ije  profitably  consulted  by  all  desirous  of  obtaining  commercial  infor- 
oiation  minute  in  its  details  and  philosophical  in  its  arrangement. 


ERIE  CANAL  ROUTE. 


Statement  showing  the  value  of  each  class  of  property  reaching  tide-water  on 
the  Hudson  during  a  series  o/yearsy  ending  December  31.  ^ 


Yean. 


1851.. 

1850 

1849 

1848.. 

1847. 

1846. 

1845. 

1844. 

1843. 


Products  of  the 
forest. 

Agriculture. 

Manufactures. 

Merchandise. 

Other  article!. 

$10,160,656 

$36,394,913 

$4,335,783 

$329,423 

$2,706,733 

10,315,117 

38,311,546 

3,960,864 

563,615 

2,323,495 

7,192,706 

38,456,456 

3,899,238 

508,048 

2,319,983 

6,909,015 

37,336,290 

3,834,360 

593,619 

2,210,623 

8,798,873 

54,624,849 

6,024,518 

517,594 

3,127,080 

8,589,291 

33,662,818 

4,805,799 

276,872 

3,770,476 

7,759,596 

27,612,281 

3,432,259 

88,497 

3,659,658 

7,716,032 

21,020,065 

3,489,570 

86,163 

2,328,626 

5,956,474 

18,211,629 

2,661,169 

56,224 

1,667,922 

888 


S.  Doc.  112. 


/I 


'I 


If  '< 


U;t 


■  ■  ♦ 


fi 


The  following  brief  notices  nnrl  acconnpanying  tables  will  serve  niore 
fully  to  illustrate  the  charucter  of  the  business  of  ihid  route  in  dotail 
ancf  also  convey  to  the  mind  of  the  reader  some  idea  of  the  influence 
which  the  commerce  flowing  through  this  channel  has  had  in  buildino 
up  the  towns  and  cities  on  the  tide-waters  of  the  Hudson  river. 

Albany. — This  city,  one  of  the  most  ancient,  and  at  one  time  of  first 
commercial  importance;  among  the  marts  of  America,  has  direct  rela- 
lion  with  colonial  trade  and  lake  commerce  and  navigation. 

When  it  is  considered  that  the  extraordinary  facilities  furnished  bv 
the  Hudson  river  toward  reaching  the  great  marts  on  the  Atlantic 
coast  called  into  existence,  if  they  did  not  actually  create  a  nccessitv 
for,  those  artificial  channels  through  which  the  great  lake  commerce 
finds  its  way  to  tide-water,  it  will  be  seen  that  there  is  a  most  iiitinia(( 
commercial  connexion  between  the  great  lakes  and  the  ports  on  the 
tide-waters  of  the  Hudson.  The  whole  effect,  therefore,  of  the  viigi 
trade  under  consideration,  is  not  visible  without  a  sketch  of  tjie  busj. 
ness  of  those  ports — especially  as  much  of  the  Canada  trade,  indeed 
nearly  the  whoh?  of  it,  with  this  country,  reaches  tide-water  by  way  of 
Albany,  and  makes  part  of  the  commerce  of  the  Hudson. 

There  are  several  cities  on  the  banks  of  this  noble  river  worthy  of 
notice.  Albany,  Troy,  Lansingburgli,  and  Waterlbrd,  ore  all  pluces  of 
thriving  business. 

Water  ford  is  the  most  northerly,  and  lies  on  the  west  bank  of  the 
river,"  nearly  opposite  Lansingburgh,  at  the  point  where  the  Champlain 
and  Erie  canals  form  their  junction.  It  is  not  a  large  town,  but  has 
some  flourishing  manufiictories,  among  them  several  flouring  mills,  which 
add  much  to  its  canal  commerce. 

Lansingburgh,  on  the  opposite  side  of  the  river,  a  little  further  south, 
is  an  old  town,  which  was  engaged  in  a  flourishing  river  commerce, 
carried  on  by  means  of  sloops  and  schooners,  as  eaily  as  1770,  with 
New  York  and  the  West  Indies. 

The  introduction  of  steam  has  caused  that  trade  to  cease ;  and  Lan- 
singburgh, being  off"  the  line  of  the  canal,  has  little  use  for  her  docks  and 
warehouses  at  this  day. 

Troy,  three  miles  south  of  Lansingburgh,  is  a  hirge  and  enterprisin" 
modern  city  of  about  30,000  inhabitants,  having  increased  in  popula^ 
tion,  from  1840  to  1S50,  9,451.  The  city  lies  on  both  sides  of  the  Hud- 
son, six  miles  north  of  Albany,  and  one  hundred  and  fifty-six  from  New 
York.  The  principal  portion  of  the  city  is  on  the  eastern  bank  of  the 
river,  over  wliich  communication  is  kept  up  by  ferries  and  a  bridge. 
Troy  is  at  present,  tljeref()re,  virtually  at  the  head  of  steamboat  navi- 
gation on  the  Hudson.  On  the  west  bank,  the  canal  is  connected  with 
the  river  by  a  kx?k,  through  which  boats  may  pass  and  thence  tow  by 
steam  to  Albany  and  New  York,  or,  which  is  more  frequently  the  case, 
discharge  their  cargoes  on  board  barges,  of  great  capacity,  which  are 
towed  down  the  river  to  New  York,  while  the  canal  cralt  receive 
another  cargo  and  return  northward  or  westward.    It  is  this  busineas 


S   Doc.  112. 


889 


nying  tables  will  serve  nmn 
nes3  of  this  route  in  detail 
some  idea  of  the  influence 
L'tinnnel  has  had  in  buildini; 
af  the  Hudson  river. 

lent,  and  at  one  time  of  firgj 
f  America,  has  direct  rela- 
;  and  navigation, 
nary  facilities  furnished  by 
real  marts  on  the  Atlantic 
actually  create  a  nt'cessity 
h  the  great  lake  commerce 
that  there  is  a  most  intimau 
lakes  and  the  ports  on  the 
3ect,  therefore,  of  the  viut 
without  a  sketch  of  the  busi- 
f  the  Canada  trade,  indeed 
jachcs  tide-water  by  way  of 
)f  the  Hudson, 
this  noble  river  worthy  of 
Waterford,  are  all  places  of 

ies  on  the  west  bank  of  the 

!  point  where  the  Champlain 

not  a  large  town,  but  has 

several  flouring  mills,  which 

5  river,  a  little  further  south, 
flourishing  river  commerce, 
lers,  as  eaiiy  as  1770,  with 

lat  trade  to  cease ;  and  Lan- 
is  little  use  for  her  docks  and 

,  is  a  liirge  and  enterprising 
laving  increased  in  popula- 
ies  on  both  sides  of  the  Hud- 
idred  and  fifty-six  from  New 
I  on  the  eastern  bank  of  the 
up  by  ferries  and  a  bridge, 
he  head  of  steamboat  navi- 
the  canal  is  connected  with 
lay  pass  and  thence  tow  by 
is  more  frequently  the  case, 
great  capacity,  which  are 
lile  the  canal  crait  receive 
istward.     It  is  this  busineas 


of  transhipment  and  exchange  which  forms  the  principal  ((immerce  of 
Troy,  !nul  occasions  its  r.-ipid  growth.  It  is  conncctrtl  with  lioston 
andm'W  York,  as  well  as  Burlington,  Rutland,  Montreal,  mikIuII  west- 
ern cities,  by  railway,  as  will  be  observed  by  the  aceompanying  railway 

nwP' 
Albiiny  is  the  oldest  and  most  important, of  all  the  river  cities.     It 

v^asfir-^t  visited  by  Hendrick  Hudson  in  1C09,  and  was  settle<l  a  few 
years  later,  under  the  appellation  of  the  manor  of  "  Hcnssellncrs-wyck," 
by  a  colony  of  Dutch,  under  the  manorial  super'ntendcnee  of  Jeremais 
Van  Renssellaer.  It  has  steadily  increased  in  population,  wealth,  and 
enterprisi!  since  the  date  of  its  settlement,  but  hiis  througliout  adhered 
U)many  of  its  old  Dutch  customs  and  names.  In  1764  it  h.ul  attained 
apopuliition  of  1,600  to  2,000;  in  1800,  6,349 — since  which  time  the 
nuinner  of  inhabitants  has  been  doubled,  on  the  average,  onct;  in  fifteen 
years,  giving  it,  in  1S40,  a  population  of  33,721,  and  in  1850,  60,771. 
It  is  the  capital  of  the  great  State  of  New  York,  and  is  now  easily 
accessible  from  all  parts  of  the  commonwealth.  The  cnpilol  is  situated 
on  the  hill  back  lirom  the  river,  commanding  a  fine  view  iiir  many 
miles  up  and  down  the  stream,  as  well  as  over  the  surrounding  country. 
The  elevated  position  of  the  city  makes  it  a  healthy  and  delightlul 
residence.  The  country  around  is  uneven,  and  in  soni(!  pnrts  moun- 
tainous, but  mostly  susceptible  of  a  high  slate  of  cultivation. 

The  commerce  of  Albany  is  almost  as  ancient  as  its  settlement, 
tiiough  it  was  first  made  a  port  of  entry  in  1833.     No  reliable  records 
of  its  river  commerce  were  kept  previous  to  that  date.     As  early  as 
1770,  Albany  sloops  visited  the  West  Indies  in  large  numbers,  and 
in  17S5  the  "  Exiwriment,''*  a  sloop  of  80  tons,  was  fitted  out  here  lor 
China,  being  the  second  adventure  from  this  country  to  Canton.     She 
created  great  interest  in  the  China  seas,  returned  in  safely ,  and  made 
several  subsequent  trips.     The  appUcation  of  steam  as  a  propelling 
power  has  nearly  revolutionized  the  commerce  of  the  ports  cm  the 
Hudson;  and  the  ancient  Ibreign  trade  of  Lansingburgh,  Troy,  and 
Albany  is  now  extinct.     In  1791,  no  less  than  Ibrty-two  sail  were 
seen  to  arrive  at  or  pass  Albany,  on  their  way  to  jjlaces  above,  in  a 
single  day.    After  Albany  was  erected  into  a  port  of  entry.  Congress 
made  an  appropriation  for  the  removal  of  the  obstructions  to  navigation, 
about  six  miles  below  the  city,  known  as  the  Overslaugh.     Although 
much  was  done  to  clear  the  channel  and  prevent  future  accumulations, 
yet  the  passage  is  still  difficult  at  low  water,  and  re([uires  further  and 
more  efficient  improvements.    No  detailed  statements  of  the  river  com- 
merce of  Albany  are  at  hand ;  but  much  may  be  learned  from  the 
excellent  reports  of  the  auditor  of  the  canal  department  with  regard 
to  the  quantity  and  value  of  articles  arriving  at  and  going  from  tide- 
water.   This  will  give  nearly  all  the  commerce  of  tlie  river  at  Albany 
and  points  above. 

The  number  of  vessels  arriving  and  departing  from  Albany,  con- 
sisting of  schooners,  sloops,  brigs,  steamers,  propelltTs,  and  scows, 
was,  in  1848,  788,  and  in  1849,  785.     The  tonnage  entered  and  cleared 


I 


mi 


m' 


i 


i 


h'- 


890  S.  Doc.  112. 

at  this  place,  of  the  same  class  of  vessels,  for  a  scries  of  years,  vrag  m 
fallows:  '  •'/ 

Tntu. 

In  1838 36,721     ' 

1 839. . . : 40,369 

1840 39,416 

1841 fiO,797 

1842 491,366 

184tJ.  ........(..••■•••••••....  .0d,iio4 

1844 66,607 

-        ,        1845 70,986 

•    ..  1846 71,011 

1847 97,019 

1848 77,983 

1849 79,122 

Much  of  this  tonnnge  traded  to  Boston,  New  York,  and  Philadelphia. 

The  following  table  shows  something  of  the  value  of  the  tommercc 

of  all  the  tide-water  ports  for  a  series  of  years,  as  given  in  the  cunal 

returns:  , 

t 


Yean. 

Property  ((oing  from  tide-water. 

ArriTing  at  tide-water. 

Tona. 

Value. 

Tom. 

Value. 

4 

1837 

122,130 
142,802 
142,035 
129,580 
162,715 
123,294 
143,595 
176,737 
195,000 
213,795 
288,267 
329,557 
315,550 
418,370 
467,961 
531,527 

$25,784,147 
33,062,858 
40,094,302 
36,398,039 
56,798,447 
32,314,998 
42,258,488 
53,142,403 
55,453,998 
64,628,474 
77,878,766 
77,477,781 
78,481,941 
74,826,999 
80,739,899 

118,896,444 

611,781 

640,481 

602,128 

669,012 

774,334 

666,626 

836,861 

1,019,094 

1,204,943 

1,362,319 

1,744,283 

1,447,905 

1,579,946 

2,033,863 

1,977,151 

2,234,822 

$21,822,8r)4 
23,038,51(] 
20,163,195 
23,213,573 
27,225,321 
22,751,01! 
28,453,40! 
34,183,16' 
45,452,32] 
61,105,25( 
73,092,41 
60,883,90' 
62,375,52 
65,474,63' 
53,927,50! 
66,893,101 

1838 

1839  . . . : 

1840 

1841 

1842 

1843 

1844 

1846 

1846 

1847 

1848 

1849 

1850 

1851 

1862 

II 


or  a  series  of  years,  waj  m 

Tmu. 

36,721 

40,369 

39,416 

50,797 

491,366 

55,354 

65,507 

70,985 

71,011 

97,019 

77,983 

79,122 

Vow  York,  and  Philadelphia. 
f  the  value  of  the  commerce 
years,  as  given  in  the  canal 

\     ■ 


ArriTiog  at  tide-water. 

Tom. 

Value. 

'          611,781 
i        640,481 
i        602,128 
)        669,012 
'         774,334 
;        666,626 
1        836,861 
t      1,019,094 
;      1,204,943 
[     1,362,319 
.      1,744,283 
1,447,905 
1,579,946 
1     2,033,863 
►      1,977,151 
-     2,234,822 

$21,822,354 
23,038,510 
20,163,199 
23,213,573 
27,225,322 
22,751,013 
28,453,408 
34,183,167 
45,462,321 
61,105,256 
73,092,414 
60,883,907 
62,375,521 
65,474,637 
63,927,508 
66,893,102 

S.  Doc.  112.  801 

Tlic  (()llowin^  tnblo  exhibits  the  proportion  of  each  cln.^s  of  property 
,ni„g  to  tidc-wutcr.     That  going  west  was  chiefly  incrchimdise : 


kxillllg 


Yean. 


Il0. 
|lS36, 

|is;}7. 
|i8;)8, 

1S39, 
11840. 
1841. 
1S42 
1S43 
1844 
1845 
1846 
1647 
1848 
1849 
1S50 
1851 
1852 


Tbo  furest. 


I 
Agriculture.    ManufarturtM. 


Tbufl. 
540,202 
473,608 
385,017 
400,877 
377,720 
321,709 
449,095 
321,480 
416,173 
545,202 
607,930 
603,010 
666,113 
603,272 
665,547 
947,708 
913,267 
1,064,677 


MerduuMlim;.  Othor  article*. 


ToHt. 

170,945 
173,000 
151,499 
182,142 
163,785 
302,356 
270,240 
293,177 
346,140 
378,714 
447,627 
628,454 
897,717 
685,896 
769,600 
743,232 
891,418 
989,268 


Ton$. 

8,848 

12,906 

10,124 

8,487 

8,565 

8,666 

17,891 

16,015 

29,493 

82,334 

49,812 

46,076 

51,632 

44,867 

44,288 

89,669 

52,302 

47,512 


Tong. 

Torn. 

2,085 

31,103 

1,176 

35,597 

354 

64,777 

298 

48,677 

499 

51,559 

104 

36,178 

155 

36,953 

185 

35,769 

201 

44,854 

245 

62,599 

253 

99,321 

1,796 

82,982 

4,831 

124,090 

6,343 

107,527 

5,873 

94,638 

7,105 

113,273 

4,580 

115,581 

10,605 

122,760 

The  following  table  shows  the  character,  quantity,  and  value  of  the 
ropcrty  coming  to  tide-water  on  the  State  canals  during  the  year  1851: 


Articles. 


Quantity. 


Tons. 


The  Forest. 

I  Fur  and  peltry  ......  pounds . 

' Boards  and  scantling feet. 

'Shingles M. 

I  Timber cubic  feet . 

'  Staves pounds . 

Wood cords- 
Ashes,  pot  and  pearl,  .barrels. 


Total  of  the  forest. 


Agriculture. 

Pork barrels , 

Beef do... 

Bacon pounds 


484,000 

427,038,600 

47,900 

4,237,750 

155,304,000 

8,726 

29,084 


Value. 


242 

711,731 

7,185 

84,755 

77,652 

24,432 

7,271 


$605,200 
7,213,226 
203,971 
505,251 
737,686 
63,591 
841,731 


9I3,2(JS 


45,019 

76,344 

10,904,000 


7,203 

12,215 

5,452 


10,160,656 


663,898 
408,054 
980,t)56 


m 


892 


S.  Doc.  112. 

STATEMENT— ConUnuecL 


Articles. 


Cheese pounds 

Butter do.. 

Lard do . . 

L{ird  oil gullons 

Wool pounds 

Hides do. . 

Tallow do.. 

Flour barrels . 

Wheat bushels 

Rye do.., 

Corn do... 

Corn  meal barrels , 

Barley bushels , 

Oats do . . . 

Bran  and  shipstuffs pounds , 

Peas  and  beans bushels. 

Potatoes do. . . 

Dried  fruit pounds. 

Cotton do . . , 

Unmanufact'd tobacco  .  .do. . . 

Hemp do. . . 

Clover  and  grass  seed  .  -do. . . 

Flaxseed do 

Hops do... 


Quantity. 


Total  agriculture 


Manvfactures. 

Domestic  spirits gallons. 

Beer barrels . 

Oil  meal  and  cake. . .  .pounds. 

Starch do. . . 

Leather do 

Furniture do 

Agricultural  implements. do 

Bar  and  pig  lead do 

Pig  iron do... 

Castings do. . . 

Machines  &  parts  thereof,  do. . . 

Bloom  and  bar  iron do. . . 

Iron  ware do. . . 


25,602,000 

9,568,000 

10,814,000 

240,800 

10,518,000 

572,000 

244,000 

3,358,463 

3,163,666 

288,679 

7,915,464 

7,065 

1,809,417 

3,594,313 

44,036,000 

127,500 

699,950 

1,424,000 

220,000 

3,702,000 

1,160,000 

534,000 

122,000 

552,000 


Tons. 


2,787,000 

56 

6,810,000 

2,560,000 

8,204,000 

1,046,000 

320,000 

36,000 

5,916,000 

2,448,000 

148,000 

33,350,000 

4,000 


12,801 

4,784 

5,407 

1,204 

5,259 

286 

122 

362,714 

94,910 

8,083 

221,333 

763 

43,426 

57,509 

22,018 

3,825 

17,949 

712 

110 

1,851 

580 

267 

61 

276 


891,420 


13,938 

9 

3,405 

1,280 

4,102 

523 

160 

8 

2,958 

1,224 

74 

16,675 

2 


12. 

!ontinue(L 

ity. 

Tons. 

Value. 
Sl,663,(i06 

2,000 

12,801 

8,000 

4,784 

1.33S,997 

4,000 

6,407 

973,324 

0,800 

1,204 

168,537 

8,000 

6,259 

4.101,415 

2,000 

286 

CS,434 

4,000 

122 

I6,97e 

8,463 

362,714 

13,436,542 

3,660 

94,910 

3,051,110 

8,679 

8,083 

186,986 

5,464 

22l,'}33 

4,427,175 

7,065 

763 

20,172 

9,417 

43,426 

1,429,332 

4,313 

67,509 

l,348,0li| 

6,000 

22,018 

352,285 

7,500 

3,825 

141,698 

9,950 

17,949 

341,531 

4,000 

712 

114,108 

0,000 

110 

23,994 

2,000 

1,851 

813,712 

0,000 

580 

75,469 

4,000 

267 

39,876 

2,000 

61 

2,426 

2,000 

276 

146,287 

891,420 

3(5,394,913 

7,600 

13,938 

627,406 

56 

9 

315 

),000 

3,405 

85,150 

),000 

1,280 

135,732 

4,000 

4,102 

1,230,384 

},000 

523 

104,385 

),000 

160 

15,842 

},000 

8 

820 

5,000 

2,958 

59,158 

J,000 

1,224 

73,438 

5,000 

74 

14,931 

),000 

16,675 

666,993 

t.OOO 

2 

ill 

S.  Doc.  112. 

STATEMEiNT— Conlinuod. 


898 


Article!. 


Domestic  woollens. .  .pounds 

Domestic  cottons do. . 

Domestic  salt do.. 


Total  manufactures 
Berchandise 


Other  articles. 

ivecatib,  hogs  &  sheep. lbs 

Itone,  lime  and  clay do 

ypsum 

iUgS 

ineral  (.'oal do 

do 


do. 
do. 


[ish 

fenpper  ore 
lundrics  . . 


.do. 
.do. 


Total  other  articles. 
Grand  total 


Quantity. 


824,000 

2,248,000 

12,816,000 


9,160,000 


868,000 

86,286,000 

3,242,000 

3,676,000 

26,110,000 

170,000 

418,000 

110,392,000 


Tons. 


412 
1,124 
«,40S 


Valufl. 


S725,4lf) 

639,312 

fi(i,387 


52,.*iU2 


4,5S() 


434 

43,143 

1,621 

1,83S 

13,055 

85 

209 

65,190 


116,flJSl 
1,977,161 


4,335,783 
329,423 


26,100 

122,000 

0,476 

220,652 

68,753 

7,101 

02,667 

2,202,985 


2^00,733 
53,927,608 


i  Besides  this  array  of  tonnage  arrivhig  at  tido-wator  on  the  canals, 
Lrewa;*,  in  1851,  of  the  same  classes  of  properly,  to  th(5  tiinount  ol' 
8,332,441  landed  at  Troy  and  Albany  by  railway  frotn  llio  west. 
Iliereal  0  went  west  by  railway  from  Albany  and  Troy  29,112  tonB 
jfmerciinnlise,  furnitore,  and  other  properly. 

I  From  llic  foregoing  statements  it  may  be  seen  that  all  ihn  properly 
Vrathe  Ciinadas  via  Lake  Champlain,  and  all  that  from  the  western 
Ltes  via  the  canals  or  central  line  of  railways,  dcbtined  l(»r  N(;w  York 
[Boston,  must  pass  through  these  tide-wat(!r  nortft,  whieli  it  rarely 
Ls  without  being  either  transhipped  or  handled  HuHielcnlly  to  pay  a 
ibute  to  tlie  commerce  of  some  one  of  them. 

[Albany  uad  Troy  are  advantageously  connected  with  lioMlon,  Now 

\)rk,  and  the  lakes  Ontario  and  Erie  by  excellent  water  Jind  railway 

kites,  and,  from  present  appearances,  must  coiitinui?  to  iiicrejiHC  in 

mmeiciiil  wealth  and  importance  so  long  as  tlits  Atlantic  (;iti('»  on 

J  one  hand  and  the  west  on  the  other  maintain  and  mullij)ly  their 

lesent  trulhc  with  each  other. 


I 


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Statement  of  the  comparative  value  of  property  sent  from  the  scaltoard  to  the 
interior  via  the  St.  Lawrence,  the  Hudson,  and  the  Missisgijrpi. 


Yean. 


1851. 
1650. 

1849. 
1848. 
1847. 
1846. 
1845. 
1844. 
1843. 
1842. 
1841. 


St.  Lawrence. 


810,956,793 


Hudson. 


$80,739,899 
74,820,999 
78,481,941 
77,477,781 
77,878,700 
04,628,474 
65,453,998 
53,142,403 
42,258,488 
32,314,798 
66,798,447 


Misflisaippi. 


$38,874,782 
33,667,325 
30,162,091 

.  28,141,317 
27,667,612 
21,668,823 
21,035,030 
23,480,217 
24,510,045 
24,093,570 
30,768,966 


There  should  be  added  to  the  foregoing  table,  in  order  to  exhibit 
fairly  the  tonnage  of  the  New  York  or  Erie  route,  tlu;  amount  of  freight 
canried  to  and  taken  from  tide-water  by  the  several  lines  of  railway. 
The  following  is  the  estimated  business,  in  tons,  taken  from  official 
sources,  of  the  Northern  or  Ogdensburg,  the  New  York  Central,  and 
the  New  York  and  Eric  lines.  Thv^c  different  lines  landed  at  tide- 
water, in  the  aggregate,  228,107  .on;,  valued  at  $11,405,350;  and 
took  from  thence  to  the  interior  SOjil"'  t^ -j,  valued  at  $44,550,000. 

Comparative  statement  showing  an  estimate  of  the  tons  of  some  of  the  prin- 
cipal articles  landed  at  tide-ivatcr,  and  going  from  thence  to  the  interior^ 
via  the  different  routes,  in  1861. 


St.  La\n:ence. 

Hudson. 

New  Orleans. 

Articlea. 

Tons  up. 

Tons  down. 

Tons  up. 

Tons  down. 

Tons  down. 

The  Forest. 
Liimher 

10,220 

1,725 

76 

90 

02,351 

9,895 

217 

9,177 

711,731 

84,755 

7,185 

77,052 

242 

7,271 

• 

Timber 

Shingles 

Staves 

Furs 

2 

68,652 

600 

Ashes 

7 

6,676 

em 


S.  Doe.  118. 

STATEMENT— Continued. 


St.  Lawrence. 

Hudion. 

New  Orleu 

ArUdea. 

Tons  up. 

Tons  down. 

Tons  up. 

Tons  down. 

ToDa  down 

Agriculture. 

Flour .... 

Wheat 

Corn ♦  — 

Oats 

Rye 

2,177 

821 

171 

1,501 

38 

43 

110 

70,966 

16,867 

3,052 

1,746 

284 

69 

403 

362,714 

94,910 

221,633 

57,509 

8,083 

43,420 

17,949 

110 

580 

5,259 

1,838 

3,405 

1,851 

12,215 

7,203 

5,452 

4,784 

12,801 

5,407 

122 

13,938 
1,204 
4,102 

8 

100,1 
5,1 

109,9 
6,9 

Barley 

Potatoes 

Cotton 

•22,8 
3-215 

Hemp 

Wool 

2 

74 
15 

2,8 

Effsrs 

' 

'-'ha"  ........ 

Oil  cjike. ..... 

Tobadfco 

Beef 

52 

135 

89 

3,454 

164 

1,122 

37 

150 

413 

649 
6 

54,1 

9,0 

47.2 

Pork 

1,399 

1,635 

2 

Bacon 

Butter 

Cheese ....... 

37,2 

2,4 

1,8 

Lard  ......  .. 

22,7 
1 

29,2 
'2,1 

Tallow 

Manufactures. 

Whiskey 

Lard  oil 

Leather 

30 

230 
25 

Lead 

9,5 

Railroad  iron . . 

27,994 
14,179 
9,794 
1,563 
1,745 
3,^6 
398 
7,297 
9,054 

Pig  iron  

Blooms 

66 

2,958 

16,675 

1,224 

Castings 

Nails  and  spikes 

Sugar 

Molasses  ..... 

77 

118,1 

1 
134 

86 

91,-! 

Salt 

"  1 ,465* 

349,230 

117,266 

6,408 
13,055 

Cf  >al 

85,t 

Furniture  .... 

1 

Merchandise  . . 
Sundries 

15,295 
12,510 

923 
141,412 

4,580 
74,722 

153,; 

Total  tnns. . 

120,779 

329,621 

467,961 

1,977,151 

1,292.( 

12. 

Continued. 


a  Doc.  112. 


897 


Hudion. 

^'ew  Orleani. 

nsup. 

• 
Tons  down. 

Tons  down. 

362,714 

100,138 

94,910 

5,19IJ 

221,033 

109,989 

67,509 

6,949 

8,083 

43,420 

17,949 

•22,S09 

110 

321,506 

580 

2,Sa8 

5,259 

1,838 

■  ■  "  •  •     •  .., 

3,405 

1,851 

54,187 

12,215 

9,077 

7,203 

47,206 

6,452 

37,291 

4,784 

2,417 

12,801 

1,811 

6,407 

22,766 

122 

196 

13,938 

29,270 

1,204 

2,117 

4,102 

8 

9,592 

2,958 

62 

16,675 

1,224 

118,273 

91,500 

6,408 

13,055 

85,000 

1,465 

1 

9,230 

4,580 

7,266 

74,722 

153,350 

7,961 

1,977,151 

1,292.670 

These  figures  sJiow  correctly  the  tonnage  arriving  at  and  departing 

from  ticIc-\vnt(T  on  the  Hudson  by  canal,  and  that  pag^^ing  up  and  down 
the  St.  Lawrence  canals,  during  the  past  year.  Upon  the  Mississippi 
routes  the  cstinuitcs  are  based  upon  the  best  data  obtainable.  There 
^,0  no  means  at  hand  of  estimating  with  any  probable  degree  of  accu- 
racy the  "up"  tonnage  of  the  Mississippi.  ^  With  these  additions,  the 
following  table  would  show  the  coinp:!ratIve  movement  upon  the  dif- 
ferent routes :  . 

Comparative  statement  shoicmg  tonnage  and  value  of  merchnndke  sent  from 
and  nceivcd  at  acuboard  by  ivay  of  the  Nao  York  canals  and  St.  Law- 
rence and  Mississii)in  rivers  far  1S51. 


Dotvnicard. 


^'ew  York  canals — 
,\ew  York  railroads . 

j*t.  Lawrence 

Mississippi 


Upward. 


New  York  canals... 
Xew  York  railroads. 

St.  Lawrence 

Mississippi 


Tons. 


Value. 


1,977,151 
228,107 
329,621 

1,292,070  I 


467,961 

89,112 

120,779 


$53,727,608 

11,405,360 

9,153,689 

108,051,708 


80,739,899 
44,550,000 
10,956,793 

38,874,783 


The  movement  on  the  Pennsylvania  line  is  not  entered  in  tho  com- 
parative statement,  because  only  the  through-tonnage,  which  is  sup- 
posed to  be  represented  by  the  amount  transported  over  the  Por/0;g-c  rail- 
road, is  shown.  The  amount  of  this  tonniige  going  ea.'^^^t  upon  this  road 
ior  Ibol  was  13,090  tons,  valued  at  i* J 2-3, GOO;  loud  luuiuigc  going 
wst,  10,961  tons,  valued  at  $2,779,731.  The  tonnage  of  the  public 
works  of  Pennsylvania  having  an  eastern  direction  is  derived  chiefly 
from  the  produce  of  the  State,  which  is  of  great  magnitude  and   im- 

Columbia 


portancc.    For  this  trade  there  arc  two  outlets— one  by  the 
railroad,  and  one  bv  the  Tide-water  canal,  the  returns  of  tl 


oi  which  will  be  Ibund  annexed. 

58 


le  tonnage 


'i'^rPi 


m\ 


v.* 
m  5 


I 

■i 

If 


II 


III 


Iff:? 


i        H^: 


898 


S.  Doc.  112. 


Tabular  statement  thomngthe  value  of  property  received  at  seaboard  by  th 

foregoing  routes. 


Yeara. 


St.  Lawrence. 


1851. 
1850. 
1849. 

1848. 
1847. 
1846. 
1845. 
1844. 
1843. 
1842. 
1841. 


$9,153,580 


Hudion. 


$53,927,508 
55,474,637 
52,375,521 
50,883,907 
73,092,414 
51.105,256 
45,452,321 
34,183,167 
28,453,408 
22,751,013 
27,225,322 


S108,06MO 
10G,924,OS 
96,897,87 
81,989,69 
79,779,15 
90,033,25 
77,193,46 
57.196,12 
60,094,71 
53,782,05 
45,716,04 


484,924,474 


857,658,16 


The  movements  for  the  past  year  upon  the  St.  Lawrence  and  Portat 
routes  only  arc  given,  for  the  want  of  convenient  data.  The  dowi 
ward  tonnage  upon  the  St.  Lawrence  canals  for  1850  was  212,13 
against  329,621  lor  1851,  upon  which  the  above  estimate  is  made. 
-  The  tonnage  is  estimated  to  correspond  in  value  with  the  estimate 
value  of  similar  articles  on  the  Erie  canal. 

Statement  of  property  sent  wcsttvard  from   Philadelphia  by  railroad 

1851. 


Articles. 


Agricultural  productions  not  specified pounds. 

Barley barrels. 

Cotton pounds. 

Hemp do. . . 

Hops do... 

Potatoes bushels . 

Seeds do.. , 

Tobacco,  not  manufactured pounds. 

Wheat bushels. 

Hides,  dry pounds. 

Do.    green do. . . 

Leather do . . . 

Wool do, . . 

Boards,  plank,  &c feet 

Ale,  beer,  and  porter barrels. 


Amount. 


,422,01 

7,2. 

,631,01 

347,4' 

52,0 

1,7 

0 

213,0 

2,0 

,178,5 

735,0 

684,6 

196,0 

646,0 

1,1 


irty  received  at  seaboard  by  tkt 

es. 


Hudson. 


$53,927,508 
55,474,637 
52,375,521 
50,883,907 
73,092,414 
51.105,256 
45,452,321 
34,183,167 
28,453,408 
22,751,013 
27,225,322 


SlO8,O6l,709 
10G,9-i4,OS.3 

96,897,S73 

81,989,692 
79,779,151 
90,033,256 
77,193,464 
57.196,122 
00,094,716 
53,782,054 
45,716,045 


484,924,474 


857,658,164 


the  St.  Lawrence  and  Portajje 
convenient  data.  The  down- 
canals  for  1860  was  212,135, 
e  above  estimate  is  made. 
id  in  value  with  the  estimated 
1. 

I   Philadeljfhia  by  railroad  in 


Amount. 

.  .pounds 

1,422,000 

.  .barrels 

7,248 

.  .pounds 

1,631,000 

do 

347,400 

do 

52,000 

.  .bushels 

1,788 

do 

C61 

.  .pounds 

213,500 

.  .bushels 

2,637 

.  .pounds 

1,178,500 

....do 

735,000 

do 

684,600 

—  .do 

196,000 

..feet 

646,000 

.  .barrels 

1,156 

/  » 


S.  Doe.  118. 

STATEMENT— Continued. 


Articlei. 


Bonnets,  boots,  &c pounds . 

Cliinaware  and  queensware do. . . 

Coffee do... 

Drugs  and  medicines do . . . 

Diy  goods do. . . 

Dyestufls do... 

Glassware do... 

Groceries do... 

Hardware  and  cutlery do . . . 

Bagging do . . . 

Liquors,  foreign gallons. 

Paints pounds . 

Salt bushels. 

Tobacco,  manufactured pounds. 

Anvils do... 

Coal,  mineral .    .  -      tons  . . . 

Copper pounds . 

Gypsum tons  . . . 

Iron,  pigs pounds . 

Iron  castings do. . . 

Iron,  bar  and  sheet do. . . 

Nails  and  spikes .• do. . . 

Machinery do. . . 

Spanish  whiting do . . . 

Steel do. . . 

Tin do... 

Bacon do . . . 

Cheese do... 

Fish barrels. 

Pot,  pearl,  and  soda  ash pounds . 

Marble do . . . 

Agricultural  implements do. . . 

Furniture do. . . 

Oil  (except  lard  oil) gallons. 

Paper pounds . 

Rags do.. . 

Straw  paper do. . . 

Tar  and  rosin do . . . 

Sundries do. . . 

Live  stock do . . . 

Number  of  cars  cleared , 

Passengers,  miles  travelled  by  emigrants 

going  west 

Amount  of  toll  received 


809 


'  ^ 


Amount. 


6,029,500 

5,111,900 

6,851,700 

2,149,200 

30,614,700 

03,500 

166,100 

33,735,800 

10,071,500 

193,900 

38,187 

465,300 

44,558 

151,400 

232,500 

6,162 

76,800 

1,244 

836,400 

2,480,300 

2,801,300 

561,200 

1,089,400 

460,400 

760,600 

1,247,500 

109,300 

257,700 

33,210 

1,726,500 

2,656,000 

7,400 

777,200 

350,377 

1,981,600 

1,530,900 

10,200 

2,520,100 

3,359,800 

73,500 

66,75& 

865,456 
$392,764  64 


■  I 


900 


S.   Doe.  112. 


Statement  of  property  received  at  Philadelphia  by  railroad  from  the  f^cH 

in  1851. 


Articles. 


Agricultural  productions  not  specified. . .  .pounds. 

Barley - buslicls . 

Rye. do. . . 

Corn do.. . 


Cotton pounds . 

Hemp do.. . 

Oats bushels. 

Potatoes do. . . 

Seeds do. . . 

Tobacco,  not  manufactured pounds. 

Wheat bushels. 

Deer,  buffalo,  and  moose  skins pounds. 

Feathers do.. . 

Furs  and  peltry do 

Leather do. . . 

Wool do.. . 

Bark,  ground do 

Boards,  plank,  &c feet 

Drugs  and  medicines pounds. 

Dry  goods do 

Dyestufts * .  do 

Earthenware do 

Glassware do 

Hardware  and  cutlery do. . . 

Bagging do. . . 

Tobacco,  manufactured do 

Whiskey gallons. 

Coal,  mineral tons  . . . 

Copper pounds . 

Iron,  pigs do. . . 

Iron  castings do 

Iron  blooms  and  anchonies do 

Iron,  bar  and  sheet do 

Nails  and  spikes do 

Machinery do 

Steel do . . . 

Bacon do 

Beef  and  pork barrels. 

Butter pounds. 

Cheese do... 

Corn-meal barrels. 

Flour. do.. . 

Lard  and  lard  oil pounds . 

Soda  ashes do . . . 

Tallow do . . . 


2. 

ia  by  railroad  from  the  Wat 


.pounds. 

,  bushels . 

.  .do 

.  .do 

.pounds. 

,  ..do.. . 

bushels. 

. . . do . . . 

, . .do  — 

.pounds . 

.bushels. 

.pounds. 

. . .  do  — 

. . .do. . . 

. . .do. . . 

. . .do  — 

. . .do.. . 

.feet 

.pounds. 

. . .do... 

.4. do... 

. . .  do 

. . .  do 

. . .  do 

...do... 

. . -do.. . 

.gallons. 

.tons  . . . 

.pounds. 

. . .do.. . 

.. .do... 

. . .do... 

...do... 

. . .  do  — 

do... 

. . . do . . . 

. .  .do... 

.barrels. 

.pounds. 

do . . . 

.barrels. 

. . .do.. . 

.pounds. 

do... 

do... 


Amount. 


4,142,000 
21,048 
31,193 
464,595 
581,300 
8ii9,600 
451,768 
38,587 
20,039 
6,324,000 
121,056 
403,300 
43:2,700 
179,000 
3,363,900 
3,344,200 
3,004,000 
4,551,100 
48,400 
1,405,200 
377,800 
215,800 
425,500 
589,800 
40,300 
1,500 
632,362 
3,104 
150,100 
2,479,900 
156,100 
1,335,900 
9,071,700 
1,759,100 
71,000 
9,400 
11,693,500 
4,543 
1,917,700 
8,000 
6,220 
315,257 
3,817,200 
131,000 
292,200 


S.   Doc.  112. 

.     ST  ATEMENT— Continued. 


901 


Artielea. 


Amount. 


Furniture pounds 

Oil  (rxcept  laid  oil) gallons. 

Pnper pounds. 


Rags- 


...do. 


Straw  paper do. 

Lfve  stock. do. 

Passengers,  miles  travelled 


638,000 

1,802 

891,100 

811,800 

986,700 

7,594,700 

4,264,653 


Comparative  statement  of  upward  tolls  on  the  Susquehanna  and  Tide-water 

canals. 


Article!. 


184». 


Ale barrets. . . , 

Ashea,  Rnila  nnd  other pound*  .. 

Boais  clfarcd nurni  er. . . , 

Bacon, pork,  beef pounds... < 

Bnne  dust,  guano • do 

Bricks do 


Burr  lilocks,  cement,  niill-stones... ...... .do 

Clay,  German  and  lire 

Cntioii pounds. . . 

Cheese do 


Coflee  

Fish 

Grindstones. 
GIdSS 


...do... 
.barrels. 
. pounds. 


Hides ' pounds . . . , 

Irnn do 

iron  ore do 

Iron  castings    do 

I/ather do 

Marble • do 

M'lcliandise  not  specified do , 

Nails hees , . . 

Passengers number. , . 

Plaster ions. . . 


Salt busheitt . 

Snapatonc pounds. 

Sand do. . . 

Sundriei* do. . . 

Tai,  rosin,  pitch  ,i barrels , 

Wheat bushels . 


293,  fi87 
4,G7<i 

663,261 

564, 146 
1,245,:)95 
1,937,345 
1,388,767 

29U,  125 


23.270 
185,879 


I2,0.'.0.837 

2li4, 4-iO 

1,UU9,498 


.'i6'j,(l45 

29,701,790 

4,779 

1(19 

10,694 

173,050 

80K,  l.iS 

5(i9, 290 

1,016.2^9 

2, 548 

19,545 


1850. 


1,189,017 

4,613 

1,117,541 

765,265 

1.478,669 

6,738,287 

1,437,938 

92.396 


23,192 
170.945 


4,658,855 


1,072,053 


1851. 


15,337 
5,310 

695.  U70 

894, 428 

936,548 

187,643 

966,313 

1.32,936 

37.395 

2,122,063 

22, 367 

219,.')U0 

18?,  336 

1.368,293 

1,283,130 


618,487 

30,835.009 

•5,865 

89 

9,286 

138,214 

l,4t8.v.')5 

4-^1,1161 

1,133.  .393 

3, 535 

461 


1,854,361 

^3,332 

656. U70 

31,944,140 

5.415 

133 

8.103 

129,278 

1,3111,400 

5H3. 4'<3 

1,1/9^,  936 

3, 658 

8,277 


I#.J 


w  . 


i|      K; 


■m 


■  m 


908 


S.   Doc.  lie. 


Comparative  statement  o/dotrntoard  lolls  on  the  Susquehanna  and  l^de-vnu, 

canals. 


Article  ■. 


Agricultural  producii  not  specified pounds.. 

Bacon  anil  bteP. do. .   . 

Bftik cords,. 

Boats No . . 

Bricks,  fire  and  commnn do... 

Butler,  cherte,  laid,  and  tallow pounds. . 

Coal,  antliraciie tons. . 

Coal,  bituminous do... 

Charcoal pounds.. 

Corn  and  other  grain bubhcls.. 

Flour barrels. . 

lee pounds. . 

Iron,  bar  and  railroad,  and  nails tons. . 

Iron,  bloom,  tons,  2,464... ..pounds.. 

Iron  ore. tons . . 

Iron,  pig  and  cftst do. .. 

Leaiher pounds.. 

Lime bushels. . 

Limestone perches.. 

Liquors,  domeslic barrc's . . 

Live  stock pounds.. 

Locust  treenails do.... 

Lumber,  »awed sup.  feet. . 

Lumber,  maple,  cherry,  and  walnut do. . . . 

Merchandise  and  manufactures  not  specified 

Poles,  hoop , No.. 

Passengers , do... 

Rags pou  nds . . 

Seeds,  fljx,  grass,  &c bushrls.. 

Shingles No.. 

Slate,  roofing tons. . 

Staves No. . 

Sumac,  shaved  and  ground  bark pounds. . 

Timber cubic  feet. . 

Tobacco pounds . , 

Wheat bushels.. 

Wood cords. . 

Wool pounds. . 


1649. 


620,003 

959,«i»2 

3,304 

6,173 

1,138. 1!)3 

382, eoj 

107, 638 

so.  640 

1,005,0U0 

508,897 
86, 458 


.3,212 

2,093 

2,188 

95, 409 

1,260,689 

183,970 

9, 2.i8 

24,05(1 

54, 375 

69,  750 

52,344,215 

270, 478 

571,916 

320,700 

1.377 

212,479 

16,427 

0,049,585 

646 

898, 600 

472, 374 

89,417 

66,356 

810,575 

1,416 

121,683 


1850. 


333,242 

11,711 

2,654 

6,169 

307,950 

388, 512 

109,611 

17,679 

30,000 

109,691 

108,227 


6.334 

3,188 

357 

17,839 

8(i8,325 

290, 167 

9,300 

18,265 

15,200 

246, 180 

62,6i6,416 

395,225 

1,104.740 

326, 307 

2,0<l9 

278,633 

8, 2.i9 

8,850,636 

945 

952,270 

184,322 

24,076 

49,134 

1,131,767 

3,218 

55, 484 


1651. 


1.307,0 
9,3li,(, 

3,ii: 
6,« 

"83,;i 

129.2 

20.  (i 


59l.li 
14i,3 

5-^6,41 
4.1: 
1,9 
1.1 

8ji,e 

34!Vi 

5,5 

17,3 

l!t,U 

280,11 

77,lB2,2 

2n,fi 

1,539,9 

516,  < 

8 

318,1 

14,0 

8,775,6 

(i 

75.1,(1 

305,1 

24.0 

633,S 

1,03-2,4 

3,5 

27,  t 


Value  of  jrroducc  received  via  canals  on  the  Hudson,  and  at  New  Orlm 
via  Mississippi,  with  United  States  exports  and  imports. 


Years. 

N.  Y.  canals,  at  tide- 
water. 

At  New  Orleans. 

Total. 

1840 

$23,213,572 
22,751,013 
45,452,321 
50,883,907 
55,480,941 
53,927,508 
66,893,102 

$45,716,045 

57,199,122 

70,779,151 

96,897,873 

106,924,083 

108,051,708 

1842 

$68,467,5 

1845 

102,051,4 

1848 

130,663,0 

1850 

152,378,8 

1851 

160,851,5 

1852 

174,944,8 

the  Susquehanna  and  Tide-vxun 


S.  Doc.  112. 


9oa 


1849. 


620.003 

959,(i:43 

3,3U4 

6,173 

1, 198.  IU3 

38a,e(»'j 

107,638 

20. 640 

l,0O5.OU0 

508,897 
86, 458 


3.212 

2,  (195 

2,  188 

25, 409 

1,260.689 

183, 970 

».2.i8 

24.0.5(1 

54. 375 

59. 750 

)2, 344, 2)5 

270, 478 

571.916 

320,700 

1.377 

212,479 

16.427 

9,049.585 

646 

898, 600 

472, 374 

89.417 

66,356 

840,575 

1,416 

121,683 


185U. 


333,242 

11.711 

2,654 

6,169 

307,950 

388, 512 

109.611 

17,679 

30,000 

109,691 

108,2^7 


6,334 

2,188 

357 

17,839 

8*18,325 

290, 167 

9,300 

18,265 

15, 200 

246, 1811 

62, 6-46, 416 

395, 225 

1,104,740 

326, 307 

2.0<I9 

278,633 

8, 2o9 

8,850,636 

945 

932,270 

184,3^2 

24,076 

49,134 

1,131,767 

3,218 

55, 484 


18S1. 


1.307,017 
3.31:2,(11.1} 

6.(!61 
<85.695 
"83,;iJ3 
129.  «6 


591,1(15 
14'J.36J 

4.134 
1,901 
1.I3S 

8JI,Sll 

34!l,'28| 

5,5« 

n.3U 

19,000 

awi.uoi) 

77,lB2,2i5 

217,618 

1,539,911 

516,<(|0 

818 

318,  Hi) 

14,004 

8,775,615 

(i(ll 

755,030 

305,71; 

24.o:o 

63S,S66 

l,U3-2,4.0 

3,57J 

27,810 


<£  Hudson,  and  at  New  Orlmiu 
es  exports  and  impoj'ts. 


At  New  Orleans. 


$45,716,045 

57,199,122 

70,779,151 

96,897,873 

106,924,083 

108,051,708 


$68,467,508 
102,651,443 
130,063,058 
152,378,814 
160,851,591 
174,944,810 


INTKRNAL  TRADK  OP  THB  UNItBD  STATES. 


Under  this  title  on  estimate  will  be  ff)rmod  of  the  nggregntn  value  of 
the  lake  and  river  commerce  of  1861,  and  also  an  estimilu  of  the  value 
nl'thc  rnlire  coasting,  canal,  and  lailway  commerce  of  the  United  Hlated 
Ibr  1852.  It  will  readily  be  perceived  that  all  our  commerce,  which 
is  not  composed  of  transactions  with  ilireign  countries,  properly  comes 
undtT  the  head  of  "internal"  or  "domestic"  commerce,  as  it  is  a  trade 
or  8y.stom  of  exchanges  which  exi.sts  among  ourselves,  and  through 
which  we  are  enabled  to  consume  so  large  a  share  of  our  own  prodtic- 
tions. 

It  is  very  probable,  especially  in  domestic  trade,  that  the  same  mer- 
chandise or  produce  may  enter  into  the  computation  of  the  aggregate 
iJir  the  whole  country,  several  different  times ;  but  the  fact  that  it  is 
obliged  to  pay  a  commercial  tribute  at  every  point  whert;  it  is  handled, 
sold,  or  exchanged,  in  the  shape  of  commissions,  storage,  cartage, 
cooperage,  insurance,  etc.,  renders  it  as  appropriately  a  p)rtion  of  the 
commerce  of  the  place  where  its  value  is  enhanced  by  these  expenses, 
,13  though  they  occurred  each  time  in  foreign  countries.  Thus,  a  com- 
putation of  the  value  of  the  entire  commerce  of  the  world  would  show 
the  value  of  the  imports  and  exports  at  each  and  every  port  of  all 
countries;  and  yet  such  a  computation  would  scarcely  give  any  definite 
idea  of  the  true  "money  value"  or  "quantity"  of  the  property  enter- 
ing into  one  exchange  ;  or,  in  other  words,  the  proportion  of  the  agcre- 
gatc  productions  of  the  world  whic-h  are  exchanged  or  put  into  a 
market  previous  to  consumption.  In  these  estimates,  iheretbre,  the 
gross  value  of  the  domestic  trade  will  be  considered,  and  if  the  results 
iirriveJ  at  be  correct,  they  should  nearly  correspond  with  the  aggregate 
business  transacted  by  all  the  commercial  houses  in  the  country. 

It  has  been  shown  that  the  domestic  or  coastwise  trade  of  the  lakes 
in  1S51,  was  valued  at  $314,473,458.  As  it  is  u.sual  for  prices  of  all 
iigricultural  produce  to  fluctuate,  it  is  important  to  know  the  quantity 
as  well  as  value  composing  the  commerce,  in  order  to  decide  upon  the 
actual  increase  or  decrease  of  production.  The  returns  of  the  district 
of  "Buffalo  creek"  show  the  tmis  of  property  composing  the  imports 
and  exports  at  that  port ;  and  as  the  commerce  of  that  district  is  a 
very  fair  representation  of  the  character  of  the  whole  lake  commerce, 
the  tonnage,  and  value  per  ton,  of  the  commerce  of  that  port  will  be 
used  as  a  basis  in  ascertaining  the  tons  of  the  lake  commerce.  In  this 
way,  the  average  value  of  exports  and  imports  is  ascertained  to  be 
879  19  per  ton,  which  into  $314,473,458,  as  above,  gives  3,971,126 
tons  as  the  gross  imports  and  exports  at  all  the  lake  ports.  The  li- 
censed American  tonnage  engaged  in  this  trade  was  215,975  measured 
tons,  which  into  3,971,126  tons,  gives  a  fraction  over  eighteen  gross 
tons  per  ton  measurement,  or  eighteen  tons,  as  it  may  be  called  for 
convenience,  received  and  discharged  per  ton  licensed.  Applying  this 
rule  to  the  tonnage  of  the  Mississippi  and  its  tributaries,  with  an  addi- 
tion of  twenty-five  per  cent,  in  consideration  that  the  river  tonnage  is 
employed  the  whole  year,  instead  of  eight  to  nine  months  as  on  the 
lakes,  will  show  an  approximation  to  the  gross  tons  of  the  river  com- 
merce.   Mr.  Corwin's  report  on  the  "  Steam-marine  of  the  Interior  " 


M4 


a  Doc.  112. 


states  the  river  tonilnge  at  13fi,5G0  measured  tons,  which  multiplip(]  |, 
twenty-four,  gives  3,253,440  !'»n8.  Adding  one-fourth,  Hi:],;{G(}  u,„j 
to  this  amount  ibr  flat  and  keel-boat  transportation,  and  the  aggrr 
gate  is  4,060,800  gross  tons.  The  averogc  value  per  ton  of  such  pror 
erty  received  ot  Now  Orleans  during  the  year  endmg  August  31,  is5; 
was  983  58,  which  is  assumed  as  a  fair  representative  vuliio  of  tli 
whole  trade.  The  gross  value  of  the  river  commerce  in  1S51  wa 
$339,502,744 ;  and  the  total  of  lake  imd  river,  according  to  thcii 
estimates,  $653,970,202. 

None  of  the  enrolled  and  licensed  tonnage  of  the  United  States  i 
engaged  in  ti^reign  trade.  It  amounted  m  1S51  to  2,040,132  toni 
87,476  of  which  was  engaged  in  the  cod-fisheries,  50,539  tons  in  tli 
mackerel  fisheries,  and  1,854,318  tons  in  the  "coasting  trade."  Th 
tonnage  of  the  Inkes  and  rivers  is  uU  included  in  the  •*  coasting  trade, 
as  clossified  in  the  treasury  returns.  The  treasury  returns  t()r  165 
show  that  the  aggregate  registered,  enrolled,  and  licensed  tonnago  lia 
been  augmented  since  June  30,  1851,  by  about  ten  per  cent.  If  this  in 
crease  of  ten  per  cent,  be  added  to  1,854,318  tons,  an  aggregate  isai 
rived  at  for  1852,  of  2,039,749  tons  of  shipping  employed  in  our  dc 
mestic  "carrying  trade"  or  "exchjmges,"  besides  considerable  ron;is 
tered  tonnage  which  frequently  enters  the  coasting  trade  between  tli 
Atlantic  ports  and  those  on  the  Gulf  and  the  Pacific.  It  shiiuld  here 
marked  here  that  a  large  proportion  ot  this  tonnage  is  sail,  and,  there 
tore,  incapable  of  as  frecpient  trips  as  steam.  An  investigation,  Imw 
ever,  shows  that  there  is  very  little  diflerence  in  the  carrying  capatit 
per  ton  measurement;  as  the  fuel  and  machinery  of  steamers  takeu 
80  much  room,  and  add  so  largely  to  the  weight,  that  but  a  siiiall  pre 
portion  of  freight  is  required  to  put  a  steamer  in  the  "passage  trade 
m  "running  trim."  Hence,  the  annual  "carrjnng  trade"  of  a  larg 
steamer  is  generally  less  per  ton  measurement  than  that  of  a  sailin 
vessel.  As  some  of  this  coasting  tonnage  is  employed  only  in  summc 
months,  but  the  major  portion  of  it  during  the  whole  year,  the  capacil 
per  ton  measurement  will  be  assumed  in  this  estimate  at  20  gro^s  ton 
This  forms  an  aggregate  of  property  received  and  tlischarged,  in  tli 
transaction  ot  our  domestic  trade,  of  40,794,980  tons;  which  estimate 
at  the  mean  value  ($81  36)  per  ton  of  the  lake  and  river  commerce  ( 
ISoi,  woulu  coufiiLiiuie  u  gio&s  sum  of  $3,310,030,072. 

The  canal  commerce  of  the  United  States  is  prosecuted  upon  aboi 
3,000  miles  of  canal,  which,  excluding  the  coal  trade,  cleared  an 
landed  an  average  of  about  6,000  tons  per  mile.  The  New  York  Stal 
canals  averaged,  in  clearances  and  landings,  about  9,000  tons  per  mill 
hut  this  is  above  the  average  for  all  the  canals.  At  6,000  tons  p( 
mile,  3,000  miles  give  18,000,000  tons,  valued  at  $60  the  ton,  andforn 
ing  agross  sum  of  « 1,188,000,000. 

There  are  also  completed  in  this  country,  13,315  miles  of  railwaj 
but  as  2,500  miles  have  been  opened  since  January  1, 1852,  only  10,81 
miles  can  be  considered  as  having  participated  in  the  trade  of  186: 
Several  of  the  longest  freight  lines  have  received  and  delivered  an  a) 
gregate  amounting  to  an  average  of  2,000  tons  per  mile;  but  as  man 
other  lines  do  a  comparatively  light  freighting  business)  the  average  a 


4t'Ki-*i^%^   i^f---. 


m: 


'i"t»^,.^'  -JM-       •■->■«- 


8.  Doe.  112. 


905 


lumed  will  be  1,000  tons  per  mile,  or  a  f^i)«a  buttincM  of  10,815,000 
torn,  which,  froni  the  genrrul  character  of  railway  freight,  as  being  of 
a  lighter  and  more  costly  character  than  wutt;r  freight,  may  be  varue4 
at  $100  the  ton:  thi^  would  give  an  aggregate  of  grous  railway  com- 
merce amounting  to  $1,081,/S00,000. 

This  ia  undoubtedly  a  very  unsatisfactory  way  of  computing  the 
value  of  rxir  domestic  trade,  but,  until  lietter  data  can  be  arrived  at« 
the  fairness  of  this  statement  cannot  be  denied;  and  it  i«  only  put  forth 
as  the  nearest  approximation  that  can  b(^  made  to  accuracy,  under  ouf 
present  system  of  internal  trade  returns,  in  the  hope  that  tlie  startling 
results  here  obtained  may  arouse  those  interested  in  this  important 
trade  to  a  full  investigation  of  the  subject  by  the  collection  of  authentic 
data. 

It  has  been  customary  heretofore,  in  making  up  these  or  similar  esti- 
mates, to  call  the  net  money- value  of  property  one-half  the  gross  amount. 
Though  this  process  may  correctly  denote  the  number  of  tons  transport- 
ed, it  will  by  no  means  decide  that  the  same  property  has  not  entered 
and  re-entered,  several  times,  into  the  general  accoimt,  as  it  moved  liom 
point  to  point  in  search  of  a  consumer.  For  convenience,  however,  the 
following  tabular  statements,  showing  the  gross  and  net  tons  and  value, 
are  presented : 


1851. 

KKT, 

0X0*5. 

Tons. 

Value. 

Tom. 

Value. 

Lako eommorce 

1,985,563 
2,033,400 

♦157,230,729 
109. 751 .  372 

3,971,126 
i.  (MUt.  RIM) 

$314,473,458 

fiiviT  Gonimorcfi ....  ...••• .. 

339, 502, 744 

Aeneaate . 

4,018,963 

326,988,101 

8,037,926 

653,976,208 

KET. 

CROSS. 

Estirnate  of  1852. 

Tone. 

Value.                 Tons. 

Value. 

<^oa8ting  tratle 

20, 397, 490 
9, 000, 000 
5, 407, 500 

11,659, 519,  fj86     40.794.{)80 

$3,319,039,372 

Canal  (loinmerce 

594, 000, 000 
540,750,000 

18, 000, 000 
10,815,000 

1,188,000,000 

Railway  cutnmerce 

1,081,500,000 

AccrrcKate 

34,804,990 

2,794,269,686     69. 609. 980 

5, 588, 539, 372 

The  returns  already  made  from  some  of  the  lake  ports  indicate  an 
increase  over  1851  of  over  twenty-five  per  cent,  in  value  of  trade,  and 
twenty  per  cent,  increase  of  tonnage. 

This  commerce  and  its  necessities  have  occasioned  the  construction 
in  the  United  States  of  nearly  twenty  thousand  miles  of  magnetic  tele- 
graph, at  a  cost  of  little  less  than  $6,000,000. 

Comment  upon  such  tiicts  as  are  here  presented,  will  readily  suggest 
69 


dod 


S.  Doc.  lllSiL 


themselves  to  the  minds  of  all  intelligent  men.  It  will  be  seen  that  oor 
domestic  commerce  is  of  incalculable  value  to  us,  even  as  represented  by 
the  "  coasting**  trade ;  but  when  to  this  is  added  the  value  of  our  whale 
cod,  and  mackerel  fisheries,  and  our  California  trade,  that  is  carried 
on  in  registered  bottoms,  its  magnitude  will  be  still  more  astonishing. 
The  fact  that  our  domestic  exchanges  amount,  by  sale  and  resale  and  by 
the  additional  vnlue  gained  by  the  labor  bestowed  in  transportation,  sale 
&;c.,  annually  to  over  jive  thousand  million  dollem,  as  the  sum  upon 
which  one  commission  or  proGt  is  paid,  and  that  in  this  trade  is  employed 
actively  and  profitably  over  ttoo  million  tons  of  shipping,  wliich  cost  not 
less  than  one  nundred  and  twenty  million  dollars,  tnree  thousand  miles 
of  canal,  thirteen  thousand  miles  of  railway,  and  twenty  thousand  miles 
of  telegraph,  costing  about  four  hundred  and  fifty  million  dollars,  is  one 
calculated  not  only  to  astonish,  but  to  excite  admiration  of  the  energy, 
industry,  and  enterprise  which,  in  so  short  a  period,  have  achieved  this 
high  position. 


rc-'f 


I'- ; 


1* 


4i  •'■ 


a. 


M 


1 


;:€»2 


-t: 


I  / 


ERRATA. 


Page  13,  third  paragraph,  first  line— for  "  begiuuiug  portion  "  rea4l  htgiwnint. 

Page  51,  in  table,  "  Excess  of  lake  and  river  "—instead  of  "  l,40tJ "  ruod  14W. 

Page  52,  third  line  from  the  top— for  "  latter  "  read  formtr. 

Page  149.    The  value  of  lomber  in  this  table  should  be  11,066,973. 

Page  176,  fifth  paragraph— for  "Bad  river"  read  Mad  rieer. 

Page  177,  in  the  heading  of  export  table— for  "  total  exports  "  rond  frimipal  f,T.port$. 

Page  336,  first  paragraph,  fourth  line  from  top— for  "  longitude  "  read  latitude. 

Page  447,  in  the  head  of  table— for  "  St. '*  read  8t.  Am'$. 

Page  700.  The  paragraph  conunencing  "  The  following  tablu  "  refers  to  the  table  on  tho 
preceding  page. 

Page  702.  The  fourth  paragraph,  oommeneing  "  The  principle/'  Sto,,  should  be  oonsidcred 
t»  stricken  out. 

Page  794,  first  paragraph  incorrectly  punctuated:  for  "deltas"  read  dilta;  fltw—nnii  leavo 
out  the  word  "  flow  "  in  preceding  line. 

Page  804,  in  the  table  of  wrecks,  the  different  per-centagM  of  salvage  expenses  and  aggre- 
gates are  erroneously  printed. 

Page  832.  In  some  of  the  copies  the  figures  were  erroneously  placed,  and  the  additions  are 
therefore  incorrect.  Tlie  hands  employed,  787,500 ;  and  acres  Ittcottooiu  1S5*<!,  04500,000; 
and  same  corrections  at  page  829. 


■f 


